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AVTHoa OF "FOUB Yb*iis at Yalb, bv a Gkaduatb of H^" 







iQS iSulUBotg 

(thb vbry best doc wuosb prssbncb bvbr blbssbo this planbt) 







TtWMld4, VMS. 

MntifMliind. \U6-T, 

By lh« SrftiiiaviBi.* Paiirriiia Oohvawt, 

Bpcta(fl«U, Umb. 





Assumptions for a special 
class of travelers. 

This is a book of American roads, for men who travel on the bicyde. Its 
ideal is that of a gazetteer, a dictionary, a cyclopaedia, a statistical guide, a 
thesaurus of facts. The elaborateness of its indexing shows that it is debigaed 
less for reading than for reference, — ^less for amusement than for instruction, — ^and debars any one 
from objecting to the multiplicity of its details. No need exists for a weary wading through the 
mass of these by any seeker for special knowledge. The information which he wants can be 
found at once, if contained in the book at all ; and the pages which do not interest him can be 

left severely alone. 

In reporting my own travels, I have assumed that the reader 
(as a bicycler who may plan to ride along the same routes) desires 
to know just what I was most desirous of having advance knowl- 
edge of, in every case ; and I have tried to tell just those things, in the simplest language and 
the most compact form. I have accounted no fact too trivial for record, if it could conceiv- 
ably help or interest wheelmen when touring in the locality to which it relates ; and I insist that 
no critic, save one whose road-experience makes him more competent than I am to predict what 
' such tourists want to know, has any right to censure me on this account, as *' lacking a sense of 

I penpective." My power to please these particular people, by offering them these microscopic 

I details, can be proved by experiment only ; but I object in advance to having^ny one meanwhile 

misrepresent me as endeavoring to please people in general. ** The general reader " may justly 
I demand of the critic that he give warning against a writer-of-travels, as well as against a novel- 

ist or verse-maker, who is so precise and exhaustive as to be tedious ; but a chronicler who 
avowedly seeks to be precise and exhaustive, in compiling a special sort of gazetteer, — and who 
disclaims any desire of restricting its scope to points which are salient and notably significant 
and imiversally interesting, — ^may as justly demand of the critic that he do not condemn the 
work *' because unsuited to the general reader." 

Fair loarningsfor ** the 
general reader^* 


As regards the latter all-powerful personage, I recognize that 
his money is as good as anybody's "; and I intend, incidentally, 
to sell him a good many copies of the book ; but I am bound that 
be shall buy it with his eyes open, if he buys it at all, and shall have no pretext for pretending that 
I catered to his taste in preparing it, or relied upon his patronage in making it a success. I aim, 
rather, to pique his curiosity by proving that profit may be gained, in defiance of him, from the 
support of a world of readers whose existence he never dreamed of ; and I expect that, when- 
ever his curiosity forces him to pay me tribute, in order to study the manners and customs of 
those readers who inhabit this new " world on wheels," he will be civil enough to remember 
the motive which induced his expenditure, and to refrain from reviling me as having baited him 
in by false pretences, or failed to give htm his money's worth. As regards " the general 
reader," then, I say: "Caveat emptor I Having paid up, let him shut up! If I welcome 
him to my show, it is avowedly for no other reason than that his coin may help fill the yawning 
chasm at my banker's. I have not planned the performance to please him, nor have I varied my 
ideal of it one iota to avoid the danger of his derision. I shall be glad, incidentally, to win his 
good-will ; but, if his ill-will be aroused instead, I protest against his proclaiming it in such^ 
as to obscure this truth: that what I chiefly aim to win is the good-will of the 3c 
who have subscribed to my scheme in advance, and of the 300,000 wheelmen wl 
saribers represent." 

Attempts at verbal 


*' Well-written and readable beyond the common *' 
which the reviewer of the Times passed upon my 1 

it first appeared, in a magazine, four years 

deavored to make any of my regular touring reports " readable/' to 



Amusement and instruction 
for non-cyclers. 


the one caQed " StraigfaUway for Forty Days.»» This, as a description of the first time in the 
earth's history when its surface was marked for as much as 1400 miles by the continuous trail 
of a bicyde, seemed worthy of exceptional treatment, by reason of the chance it gave for im- 
pressing the imagination of the unconverted with the peculiar charm, and the magnificent possi- 
bilities, of "wheeling large." I do not assert that my actual description possesses any such 
power,— but simply that, in tiiis one case, I did endeavor to formulate my enthusiasm. The 
305th page, in tiiis description, has literary force enough to bring back clearly, before my own 
mind, the strangest scene in my long tour ; and so, witiiout asserting that other readers should 
accord it the graphic quality, I mention it as the only page on which I have in fact attempted to 
do any verbal scene-painting. 

As regards my two extraneous chapters (pp. 407-472), 
" the general reader " is quite as likely as the cycling reader 
to be amused by what I have said there concerning the dear 
dog Uiat I loved and Uie queer house Uiat I Uvc in ; while, as regards my statistics of roads, they 
necessarily have value to U)ousands of people who know nothing of the joys of cycling. Each 
year finds a larger number of Americans seeking recreation by pedestrian and equestrian tours, 
and by carriage-drives across long stretches of country ; while even the " horsey " intellects of 
hackmen and teamsters (and Uieir fashionable imiutors who laboriously exhibit themselves 00 
"tally-ho coaches") may have power to recognize some sUtements in dais book as worth in. 
corporating into theur stock of suble knowledge. Indeed, as was said in the preface of 
" Roughing It," by Mark Twain, " information appear* to stew out of me naturally, like the 
precious oltar of roses out of the otter." Were cycling destined to immediate disappearance, this 
volume (the only existing one of its kmd) would none the less deserve a place in every American 
reference-library, as a veritable colossus of roads. 

As regards my style of expression, though I may not have mastered 
the difficult trick of calling a spade a spade, I have at least used every 
efEort to master it, from the day in i860 when I first took up the pen ; 
and I have striven to win nothing else of the literary art. The putting of ideas into written fonn 
has ever been to me a painful process, which I have sought to shorten as much as possible. I 
have always kept quiet unless I had something to say; and, though this rule may not always have 
made my actual words seem to other people worth the saying, it has certainly prevented me from 
being classed with " the mob of gentlemen who write with ease." Chatterers, for the mere 
pleasure of listening to the noises of their own months, may perform an acceptable function in 
amusing folks who are too stupid even to chatter ; but that function is not mine. I have about 
as little liking for " literary men " as has the elder Cameron of Pennsylvania, and am often 
tempted to apply to them the same damnatory adjective. In fact, I hardly know of a class of 
fellow-humans whom I like less, — except " the political machinists " of the Cameronian type, 
and perhaps, also, " the athletes " and " sporting men." 

Simplicity of liter- 
ary ideal. 

The bicyclers slowness its 
charm for the elderly. 

My book aims to be practical rather than " literary," and my 
desire to see it serve as an effective instrument for " setting the 
world on wheels " forces me to be very explicit in showing that 
I am as different a perison as possible from the " author " who is presumably conjured up in 
the minds of most men by the first sight of its titie. I am not " an athlete," and have never 
attempted anything difficult upon the bic3rcle. Whatever tours I have taken with it, — whatever 
pleasures or advantages I have gained from it, — ^may be readily taken and gained anew by any 
man of average strength and activity. Whether or not I may be believed to resemble Gold- 
smith's more distinguished "Traveler" in being "remote, unfriended, solitary," it is certain 
that I resemble him in being " slow." The restless rush for the cemetery, which the English- 
speaking men of to-day seem absorbingly anxious to reach " in advance of all foreign competi- 
tion," is a race I have no share in. If my book were big enough to momentarily block the 
progre s s of the generation now on the down-grade of life, I would wish it might in that moment 
aay to them ; " Look here at the bicycle ! It is a slower and more comfortable vehicle than 
he hearse, into which you aue all trying to crowd yourselves, with such unseemly haste I '* 

Qm'et touriits (net shmBy n 

, J The Kliil ligniGcaace el Die bicydc u i heilih 
preiervcr, u 4 Ircthener and prolonger ol lile ioi 
tryt " iHi'sAU of the vi&til. | ^^^ ^„jy_ „ , ,«„1Lbs companioD iDd «i tc 

BTvry-day focomcrikm^^hu been obocurcd in tbe populai perctpEioD by the dust ibTown up from 
tbe (Eivent wbeelm of Ibe ridDg men, in the grui loumaincDlg prcmalcd by " the Iride." Bui 
the ncen are nUbiDg nxn Iban Ihe foam and Irolh on the lurjice of Niagara'! whirlpsol 

tbe pool lio hidden u iu depths, u Ihe Inie gpiiit and perminent chanu of cydiag arc best tx- 
emplified by lb* army ol quiet ridin who ne«r dijplay tbemKlvet upon i race-track. It la ii 
theii lell-appoinled repiewnlative that I prasume tu put forth Ibii book, and it is upon mj 
■bUity 10 lepresenl them acceptably thai it* ancceu depeadi. It nukes no appeal to " racen 
and aihlelei " any more than to " lileiaiy men "; and such luppon ai it may derire irom ihtw 

Thi plain story of at. 

\ The value of my vork, as a contribntion to human kf>owlcd£i 

depends laTgdy upon the drcumMaoce that (being liniply a slow 

""""*' "■"■•■ I gdng »d ab«mDt traveler, ol no more than medium ualute am 

per-op ol unconsidered Irifcs." Were i of gigantic ue or phenameiial speed, my story conk 
have less ugnificaoce to men of common mold, — even if 1 could regist the temptation lo braf 
about my pToweu, depreciate «y bated rivals and twine eomo " literary " laurel around mi 
bnw. Knowing no rivals in wheeling (or in anything else), I cm afford to speak the Iniil 
•qoarcly. As a pan of my plan to prove that I am a ilow-wheeler, I have given many foai 
HKcfl showing how othertoiiristg on the same routes have wheeled Eastern toprovc ihaf my men 
riding 10,000 miles in five yean was quite commonplace, I have given full details of (he middle 

happening to be the earliest man who pushed a tncyde straight along ihe earth's surface "1401 

pool's boyish phenomenon, who wheeled straight across Great Britain, S6l mites in five days 

There is, indeed, no boaslfulnen in this book, and pcecioL 

...nity. "Painfully egotistical "was the chaiaderiialioo applied 

tname tgottsm. |pa„grapher of a daily newspaper to some of my louiing chapters 

tbey appeared hi ■ cycling nioDthly,~aud his words eipressed a deeper truth than he in 

for them. The precise, personal style of narrative, which 1 have adopted as most suilal 

tbe purpose in hand, is certainly " painful " in the sense thai a rigid adherence toit uext 

Saintific ai 

the book lo be thus " egotistical " — may be gained from my preface to *' Statistic 
Veterans" (p. 501), eihibiliog Iheesseoiial vanity of " bashfulness." It is not beca 
uifictl a great man, that I feel free 10 give an abundance of personal details, which, 
one, would interest the great world outside. It is rather because I think my person: 
■oliilely no account to that outside world,— because I think my details loo tedious I 

nonservedly lo the little " world on wheels." It is because of the strength of my ai 
potby with the inhabiUnts thereof, that I have dared to disregard the usual connnlio 

dearly as I do thai my "egotism" has not been dragged in fo 
It (imply fills a needed function in illustrating "the enthus 
Remusiayi, "it hatter be derei it's a patter del lale." Likt 
Cnaoe, — the blunt straightiorwardness of a uvige,— the chasl 

upon my story and not upnn myself, I make such incidental 
Kcnu to need. If I carry the cooSdeni air of a life which has 

An autobiography be- 
tween the lines. 

Praise not sought for ^ 
but money. 


regretted, there goes along with it the conciliatory notion of a life which has won nothing worthy 
of public boast, and which expects no public honor in the future. " The personal element " 
as Professor Sill says, " need not be in the least an egotistic intrusion of self." 

Incidentally, then, the volume is a sort of autobiography, and its 
vitality would be destroyed if " the personal equation " could be 
elimiuated. The complexity and far-reaching relationship of mun- 
dane affairs are oddly shown by this example of how sincerity and thoroughness, even when 
applied to so remote and impersonal an object as reporting the roads of a continent, have powel 
to reflexively exhibit the reporter's habits and character. As regards myself, this truth became 
early evident, that the wheelmen who were pleased with my printed facts about touring, soon 
grew to have a feeling of acquaintanceship with the narrator of them, coupled with a friendly 
curiosity. While at work, in their thousand separate ways, men may hate their business-com- 
petitors and feel bored by non-competitors who insist on " talking shop '* ; but, at play, they are 
on common ground, and can never hear too much said in praise of the particular hobby which 
has the ability to delight their hearts. Reflecting on this, the notion gradually possessed me that 
my own popularity, as a representative spokesman among those players whose hobby is the bicy- 
cle, might be great enough to try to conjure with. Hence it happens that— considering how my 
life, with all its trials and troubles, has been a rather amusing experience — I now, on reaching 
the end of it (since the fun of the thing must needs be finished at forty), print this plain record 
of the things which have amused me most. 

I do it as a duty, — "p<mr encourager les autres "; but I do it 
because I believe " the others " will pay me well for " encouraging" 
them. I do it to make money. Yet, as almost all books are written 
as a matter of vanity, I fear few people will believe me when I declare that ihis one is written as 
a matter of business ; and that its chief significance, so far as concerns the outside world, is as a 
unique business enterprise, rather than as a literary curiosity. In the latter category I think it 
might also stand alone, as I am not aware of any previous " autograph edition " approaching in 
magnitude to 3600 volumes, — " each one specially numbered, signed and addressed to nearly that 
many individual subscribers," — though possibly the records of bibliography may show such a 
phenomenon. But it is certain that from the day when the crew of Noah won the great human 
race, by boating in the Ark, this planet of ours has known no sport or pastime of such absorb- 
ingly personal interest as would enable an obscure and self-appointed representative of it to per- 
suade 3000 strangers, scattered all over the globe, that they pledge their money to him for con- 
structing a monumental record of their enthusiasm. 

Though all the other pages in this volume be judged of no im- 
portance, those serried columns of subscribers' names (pp. 734.796) 
will stand as an everlastingly significant record of the strength of 
human sympathy. Appealing simply to this sentiment, — working alone and single-handed with 
my pen (literally, left-handed, during the third year of the struggle), — paying no money to the 
press for advertisements, and offering no premiums or discounts or rewards of any sort to private 
canvassers, I have done a thing which the most powerful publishing house in the world, resort- 
ing to the vast machinery of the organized book-trade, would have been quite unable to do. No 
other American (with the possible exception of the man who founded the Pope Manufacturing 
Company, for the making of bicycles, at a time when all the wise-heads thought such conduct 
the wildest folly) has staked as much as I have thus staked upon a belief in the permanence and 
"potentiality" of cycling. I recognized it as an absolutely new thing under the sun, in the 
sense of binding its votaries together by a stronger personal sympathy than any sport previously 
known in the world. The men who like yachting and boating and ball-playing and fishing and 
shooting and horse-racing, and other less prominent diversions, have an incomparably smaller in- 
terest in one another as fellow-sportsmen. No competent and candid critic can deny that I have 
impressively proved this, when he seriously reflects Ufxsn the utter impossibility of any other 
unknown enthusiast's persuading 3000 strangers to each " put up a dollar," out of mere senti- 
mental regard for any other sport. 

Unique power of the cy- 
cling- enthusicum. 

Tkr selling ofyyxyo books 
less notable than the pledg- 
ing o/yyoo subscribers. 

Business necessity of my 
personal revelations. 


Hence I say that my longest tour on the wheel shrinks 
into insignificance beside this novel tour dt/orc*^ — this strange 
showing of a world*wide brotherhood which gives advance-sup- 
porters to an unknown American book, not only in every State 
and Territory of tlie Union, but 400 of them outside it : in Canada and Great Britain, in 
Australia and New Zealand, in Continental Europe, in Asiatic Turkey, Persia and Japan. 
Whether or not I shall reap the expected reward for this exploit (by pleasing these 3000 stran- 
gers so well that they will quickly force a sale of 30,000 books for me), experiment only can de- 
cide ; but I wish now to record the opinion that, if I do reap such reward, it will not seem to 
me so phenomenal a proof of the peculiarly personal power of cycling enthusiasm as does this 
preliminary exploit itself. I wish, too, that before any critic hastens, off hand, to condemn this 
expectation as a colossal conceit, he will carefully consider whether, from his knowledge of the 
human animal's indisposition to pledge money for anything unknown, my scheme for selling 
30,000 books, by a simple appeal to the friendly sentiment of 3000 strangers, is really so unbusi- 
nesslike and unpromising and unreasonable, as was my first step for proving the substantial sym- 
pathy of those 3000. 

I have a right to insist that that solid phalanx of supportera 
shall never be ignored in the judgment of any one who assumes 
fairly to judge the book which has been produced by their en- 
couragement. While declaring that so great a phalanx could not have been summoned, by the 
mere push of a pen, in behalf of any other sport than cjrding, I will not affect a mock-modest 
belief that even this phalanx of cyclers could thus have been summoned, in the absence of a pre- 
vailing opinion that there was a man behind the pen. I feel, therefore, that I ought not to be 
censured or ridiculed, because, as a mere matter of business, I devote considerable fine type, in 
Chapter xxxviii. (pp. 701-733), to telling them who this man is. Unless denial be made in advance 
that I have any right to persuade these people to serve me freely as book-agents, my mere attempt 
to placate them, by showing the sort of person they are serving, cannot be condemned. I insist 
that I am not trying there to exhibit myself to other people ; and that " the general reader " is 
not bound there to search in pursuit of something else. If he be curious to study " the growth 
of an idea " which has (by imperceptible gradations, and in spite of my hatred of publicity and 
"business") led me into a scheme whose success now demands that I strive to make myself 
the most notorious inhabitant of the " wheel world," he can find the full details there given ; 
but he must remember that I do not assume his curiosity in them, and do not give them for any 
other than a purely practical purpose. If I am to sell 30,000 books without resorting to the book- 
stores, — without gp^nting discounts to cycling tradesmen or premiums to private agents, — with- 
out paying much advertising money to the wheel papers and none at all to the general press — it 
is plainly incumbent upon me to tell my prospective assistants exactly what I want them to do, 
and exactly why I hope for their help in victoriously violating the traditional rules of the book- 
business. The gist of my endeavor is to ensure conviction that the three years demanded by this 
bonk have been spent solely in their interest, — that I have constructed it with absolute personal 
independence and honesty : 

" My motives pure ; my satire free from gall ; chief of my golden rules I this install : 

* Malice towards none^ and charity for edl.^ " 

Typography and 

It is due to my printers to say that, as they have obeyed the contract 
calling for close adherence to copy, even in the smallest details of punctua- 
tion, I alone am responsible for variations in " style." My excuse for these, 
is, not simply that the original act of writing has extended from *79 ^^ '^1 ^"^ chiefly that the 
electrotyping itself has extended through nearly two years. So, as my book has grown farther 
and farther beyond the limits first set for it, I have resorted more and more to abbreviations and 
condensed forms of expression. The proportion of fine type, too, has been vastly increased, and 
the indexes of names have been unpleasantly " jammed," in a similar effort to lldiKe the bulk. 
£ven " Mr." has been banished, as not worth its room. By two persrM""* ~^ *-v 


V. FOUR SEASONS ON A FORTY-SIX, 24-34 : My broken elbow as a corner, 
stone for the League, 24. First riding-lesson, in Boston, 25. Early exploration of New York 
roads, 26. First tour almost coincident with "A Wheel Around the Hub," 26. Summaries of 
mileage (742 m. in '79)» ^1\ (U74n». in '80), 28; (1956 m. in '81), 29; (1827 m. in '82), 30. 
Separate roadway and riding-days, 31. Trips by rail and water, 31-33. Solitude a necessity of 
touring, 34. Its charm shown by a parody from Calverley, 34. (Electro, in Mar., '85; 6300 
words. From the Wkeelman^ Feb., '83 ; reprinted by IVheel IVorid, of London.) 

YI. COLUMlilA, NO. 234, S5-48 : Unique experiences which makes its story worth 
telling, 35. My disclaimer of mechanical knowledge and of partiality, 36. Wear and tear of 
first 1500 m., 37. Durability of tires, 38. Spokes injured by careless polishing, 38. Breakings 
of backbone and neck, 39. Cranks, cone-bearings and new parts, 40. Costs of repairing, of 
" extras," of clothes and of transportation, 41. Last days of the machine, 42. New backbone 
and handle-bar, 43, 46. Miraculous escape from the mules, 44. Yain experiment at spoke- 
tightening, 46. Final wear of tires and pedals, 47. Plan of " rebuilding " abandoned in favor 
of " No. 234, Jr.," 47. Enshrined as a monument for wheelmen's homage, 48. (Electro, in 
Mar., '85 ; 8600 words, incl. 500 of fine type. First half, from IVheelmaHt Mar., '83 ; second 
half, from Springfield Wheelmen's GazelUy Apr., '84 ; reprinted by Wheel World, July, 84.) 

YII. MY 234 RIDES ON "NO. 234," 49-68: Triolet for peace-o£Eering. 49. Daily 
averages, 49. First long rides, 50. List of 50 m. records in '81, 51. Coasting, 51. Long 
stays in saddle, 52. A blazing strange trial on Long Island, 54. Falls and headers, 55. En- 
counters with road-hogs, horses and mules, 57. Thefts and mishaps, 57. Specimens of speed 
and of hill-climbing, 58. Weight, height, leg-measurement and sizes of wheels tried, 59. Advan- 
tages of an under-size machine, 60. Tests of physique in ante-bicycling days, 61. Habits 
of exercise, bathing and eating, 61. Long immunity from illness, 62. Sweating and drinking,— > 
with some extra-dry rhymes for the abstemious Dr. Richardson, 63. (Electro, in Mar., '85; 
8800 words. From the Wheelman, Apr., '83 ; verses reprinted by Wheeling, July 29, '85.) 

YIII. AROUND NEW- YORK, 64-100: Topography of Manhattan Island, 64. 
Social significance of localities, 65. System of numbering the streets and houses, 65. Block- 
stone pavements below Central Park, 66. Policemen and children as obstacles to sidewalk- 
riding, 67. Macadamized roadways around and above the Park, 68. East-side macadam and 
Blackwell's Island paths, 69. Momingside Park and High Bridge, 70. Central Bridge and Jer- 
ome Park, 71. Washington Heights and Kingsbridge, 72. Fordham and the Southern 
Boulevard, 72-3. Pelham Bridge and Ft. Schuyler, 73-4. Port Chester, White Plains and 
Tarrytown, 74-5. Vincent House to Yonkers and Kingsbridge, 75-7. Riverdale route to 
Yonkers, 78. Sawmill river route, 75, 79. Notable residences along the Hudson, 79. Spuyten 
Duyvil and Mt. St. Vincent, 80. Nyack and Englewood, 80. The Palisades. Ft. Lee and 
Weehawken, 81. Ferries to Hoboken and Jersey City, 82. Two routes to Newark, 82. Bergen 
Hill to Ft. Lee, 83. Bergen-Line Boulevard and the Hackensack marshes, 83. Ferries by 
which to enter or get around the city, 84. Route of Belt line horse-cars, connecting the ferry 
and steamboat docks, 85. Storage of wheels at the ferry baggage-rooms or on Warren St., 86. 
The big bridge, 86-7. Routes to and through Brooklyn, 87-8. Prospect Park and Coney 
Island, 89, 92. Jamaica and Astoria, 90. Ferries on East river, 91. Park Commissioners as 
obstructionists, 92-5. Statistics of Central Park and the new parks, 95-6. Clubs and club- 
rooms, 96-7. Fares on ferries and car lines, 97. The elevated railroads, 98. " Seeing " the 
city, 99. Maps, 99. Directories and guide-books, 100. (Electro, in Apr., '85 ; 23.000 words, 
incl. 2000 of fine type. First half, from Springfield Wheelmen's Gaxette. Bi. World and 
Wheel. Many corrections of and additions to the foregoing were written in Dec, *86, for the 
"summary," on pp. 582-6. See also pp. 150-8, 165-6, 168, 246-7, 770-5.) 

IX. OUT FROM BOSTON, 101-114 : To Portsmouth and back, iot-2. I^xington, 
Waltham, Worcester and Springfield, 103-4. Pembcrton Square, the hotels, club-houses and 
other landmarks, 104-6. Streets of the Back Bay district, 106. Route to Rhode Island, 107. 
Newport rides, loS. Providence to Worcester, 109. Springfield to Boston, iio-ii. Road- 
books and maps, 112-13. Day's runs of zoom, straightaway, 113-14. (Electro, in May, '85; 


9600 words, ind. 3600 of fine type. First part, from Bi. JVarld, Aug. a6, '81, and May 22, '85. 
See also pp. 1 14, 208, 246, 579, 766-7.) 

X. THE ENVIRONS OF SPRINGFIELD, 115-1S8: -General advantages as a 
riding-disirict, 116. Eastward routes, 117. Northward routes, 118. Excursions from North- 
ampton, 1 19. Westward routes, 120. Southward routes. 122. Chances for long stays in the 
saddle, without repetition, 123-6. Maps and guide-books, 126-7. Notable straightaway runs, 
12S. (Electro, in May, *85 ; 9600 words, incl. 3600 in fine type. First part, from Wheelman^ 
Dec, '83. See " summary " of '86, pp. 579-80 ; also pp. 144-8, 179-83, i93-4. 208, 251-4, 768.) 

its tributaries, 129. Experiences as boat-race manager at New London, 130. Along the shore, 
N. L. to New Haven, 131-2. Routes between N. H. and Hartford, 133.7. Notable rides be- 
tween N. H. and N. Y., 138-9. Up the Naugatuck valley, 139-42. The hills of Litchfield, 
143-4. The Farmington valley, 145. From the Hudson to the hills of Berkshire, 146-8. Maps, 
148. Dr. Tyler's long run, 149. (Electro, in May, '85 ; 14,400 words, incl. 4290 in fine type. 
First part, from Springfield U'heelnutCs Gazette, June, '85. See "summary " of Dec, '86, 
pp. 581-2 ; also pp. 122-3, 179-S0, 248-51, 253-4, 700, 769-70.) ^ 

XII. LONG ISLAND AND STATEN ISLAND, 150-158: Greenport to Rivcr- 
head and the south shore, 150. North shore route, 151. Flushing to Yaphank and back in 
'81, 152-3. Long-distance riders of '83-4, 154. Maps and guide-books, 154-5, 158. My '81 
explorations of Staten Island, 156. " B. Bugle's" '82 report, 157. (Electro, in June, '85; 6300 
words, inch 2700 in fine type. From Bi. IVorld, Nov. 26, *8o ; May ao, '81 ; Mar. 24 and July 
28, '82. See pp. 84, 86-92, 97, 583-6.) 

XIII. COASTING ON THE JERSEY HILLS, 150-178: Notable map by the 
State Geological Survey, 159, 175-6. Triangular ot^tlines of the Orange riding-district, 160. 
Coasting, 161-2. Morristown and the Delaware Water Gap, 163-4, i73- Peterson, Hackensack 
and Ft. Lee, 165-8. Elizabeth and New Brunswick, 167, 172. Newark northward to New- 
l>u*^> »69-7i. *'Z. & S." tour to Greenwood Lake, 170. Somerville, Trenton and Philadelphia, 
172-3. Tow-path from Easton to Hackettstown, 173. Basaltic columns of Orange Mtn., 174-5. 
Maps and guides, 174-8. " '-eague Road-book of Pa. and N. J.," 177-8. (Electro, in June, 
'85; 13,250 words, ind. 4850 in fine type. First part, from the Wheelman, June, '83. See 
" summary " of Dec, '86, pp. 583, 588-9; also pp. 80-85, 207, 776-8.) 

XIV. LAKE GEORGE AND THE HUDSON, 179-108: Hartford to Springfield, 
179-S1. Up the Conn, valley to Bellows Falls, 182-4. Rutland to Whitehall and the lake, 184-5. 
Maps and guide-books, with statistics and verses, 185-7, i9^- 1'cn days in the Catskills, 187-9. 
From the lake down the valley to Hudson, 189-90. Outline for a round trip, 191. " Z. & S." 
tour to the lake, 192-3. Poughkeepsie to N. Y., 194. Fishkill to Hudson, 195. Swift records 
along the river, 197. " Big Four " tour, 198. The Wallkill and Ramapo valleys, i^S. (Electro, 
in June, '85 ; 13,250 words, incl. 4850 in fine type. First part, from Bi. World, Oct. 7, Nov. 
II, '81. See pp. 74, 81, 586.7,) 

XT. THE ERIE CANAL AND LAKE ERIE, 109-208 : Initiation on the tow-path 
at Schenectady, 199. The Mohawk valley, 200. Canandaigua, 202. Niagara to Buffalo, 203. 
The Ridge road along Lake Erie, 204-6. Binghamton to Great Bend, 207. Port Jervis to Del. 
Water Gap and across New Jersey, 207. W.H.Butler's ride, Saratoga to Olean, 208. (Electro. 
in Junc,*85 ; 6450 words, incl. 1350 of fine type. From Bi. Worlds May 27, June 3, 10, 17, '81.) 

Trenton Falls, 209-10. Suggestions for the Adirondacks, 210-11. Syracuse to Seneca Falls, 
212. Geneva Lake to Avon Springs, 213. The Genesee valley and the falls at Portage, 213-14, 
217. Reports from Niagara, 215. " Big Fo ir" route, Buffalo to Rochester, 215. Verses on 
the Genesee Falls and the Kaaterskill, 216. Rochester to Portage and Niagara, 216-17. Along 
the Erie r. r.. Corning to Binghamton, 218-19. Along the Susquehanna, Towanda to Wilkes- 
barre, 219-20. Weather, hotels and b.ipgagemen of this 400 m. tour, 221. Abstract of " West- 
em New-York Road-Book," 221-3. (Electro, in Jui^ '85; xo,8oo words, incl. 5400 of fine 
type. From the Wheelman, Jan. '83. See pp. 586-8.) 


XVII. KENTUCKY AND ITS MAMxMOTH CAVE, 224-287 : How the B'.ue 
Grara Region welcomed me, on the first summer-day of '82, 224. Covington, Georgetown and 
Lexington, 225-6. The midnight moon lights my way to Harrodsburg, 227. Crawford's Cave 
and the battle-field of Perryville, 228. Rain, mud, and brook-fording, for a grocery-store sup- 
per at Lebanon, 229. Springfield, Bardstown and New Haven, 229-30. Across the clay 
gulches; the hardest day's journey in four years, 230-31. By train and wagon to Mammoth 
Cave, 231. An escort out from Louisville, 232. Frankfort, Georgetown, Paris and Millersburg, 
233. Blue Lick Springs to Maysville, 233-4. General advice and special praise for the limestone 
pikes of the Kentucky hills, 234. J. M. Verhoeff's summary of 450 m. of road explored by 
him (5 counties of Indiana and 9 of Kentucky) in brief trips from Louisville, 257. (Electro, in 
June, '85; 9200 words, incl. 2500 of fine type in the V. report. From the Wheelman^ Oct., 
'83. See " summary " of Dec, '86, p. 590 ; also pp. 486, 783.) 

XVIII. ALONG THE POTOMAC, 2$8-24o : Centennial inspiration of this '81 tour, 
238. Frederick, Hagerstown and Williamsport, 239, 243. Benighted among the bed-bugs of 
*' the brick house," 239. By canal-boat through the tunnel, 240. Tramping the muddy tow- 
path (with hunger, solitude, fog and darkness as attendants) to Cumberland, 240. A path of 
pain, also, in returning : Harper's Ferry to Washington, 241. Description of the Chesapeake 
& Ohio canal, 242, 243-4. W. H. Rideing's sketch of " The Old National Pike," 242-3. An 
'83 tour of 1000 m. by a pair of Southern cyclers, 244. Ohio men's ride to Washington, 245. 
"Picturesque B. & O.," 245. (Electro, in June, '85; 5850 words, incl. 2850 of fine type. 
From the Bi. Worlds June 23, July 14, '82. See pp. 384, 497, 590, 782.) 

XIX. WINTER WHEELING, 246-254: Its general advantages, 246. New York 
to Port Chester, 246-7. Across Connecticut, 248-51. My 6oooth mile finished in a snow-storm, 
251. Christmas excursions around Springfield, 252. Blown to Hartford in January, 253. Brad- 
ley's chart of the Springfield riding-district, 254. (Electro, in June, '85 ; 4900 words, incl. 500 
of fine type. From the Wkeelmariy May, '83.) 

XX. IN THE DOWN-EAST FOGS, 265-281 : Independence the distinctive charm 
of bicycling, 255. Why I once sacrificed it for the pleasure of the discomforts which belong to 
" touring iji a crowd," 256. Elwell's glowing prospectus, 257. The three dozen " participants " 
in this earliest of cycling excursions on a large scale, 257-S. Steamboat ride from Portland, 
259. Start of the cavalcade at Eastport, and " first blood," 260. Good dinner and bad rain at 
Robbinston, 261. Alone I wheel to Calais, 262. Fascination of conquering the mud and storm, 
263. Humors of "personal journalism " on the border, 263-4. A day's halt in the rain and 
fog, 265. The making of boots and language in New Brunswick, 265. Dancing through the 
stormy night, 266. Adieu to Calais and its charmers, from the steam-tug's foggy deck, 266. 
Second dinner at Robbinston, and a ghostly return-ride to Eastport, 267. Steaming 
through the mists to Lubec, 268. Voting for Grand Manan and getting Campo- 
bello, 269. An agreeable afternoon on that island, 270. Blazing sunshine, at last, for 
the ride to Machias, 271-2. The pleasures of I-told-you-so and of Sunday loitering, 272-3. 
My only " square " headers in eight years' riding, 273-4. Scenes from the homeward 
steamer*s deck, 274. Mt. Desert as a place for gratifying the " club-run ideal," by a long and 
tiresome scramble for " mileage " over the rocks, 275. Details of our actual scramble, illus- 
trative of the general report, " Six bent handle-bars out of a possible ten," 276-8. Morning 
jaunt to " the Ovens," 278. Happy finale of the tour, 279. Pictures of its scenes and of the 
" participants," 279. Explanation of my own rule against giving away my likeness, 280. The 
discomforts of notoriety, 280-Si. A personal photograph worth publishing, 281. Map and 
guide to Mt. Desert, 281. 'Electro, in June, '85 ; 16,900 words, incl. 2100 of fine type. Pp. 
275-9 aJ'c from \\i^' Springfield Wheelmen^ s Gazette, July, '85, and pp. 2*0- 1 from the Bi. 
World, May 22, '85. See " summary " of Dec, '86, pp. 573-5 ; also pp. 765-6.) 

the customs rules and the express business, 282. Yarmouth to Weymouth in the rain, 282-3. A 
moist picnic of the Acadian French, 283-4. Digby, Annapolis and Kentville, 2^4-5. Grand Pr^ 
and Windsor, 286. A rainy ride thro^h the forest to Halifax, 287. Environs of H., and 


statistics of the coast route to Yarmouth, 288, 293. Sliort spins on the island of Caj^e Breton, 
2S8. Description of Prince Edward Island, 290. Two days of pleasant struggling with its 
winds and rutty roads, 291. Impressions of Halifax and its " English atmosphere," 291. Sum- 
mary of the fortnight's tour and its varied enjoyments, 292. Sweetser's guide-books, 293. 
(Electro, in June, '85; 8000 words, incl. 700 of fine type. From Outing^ Apr., '84; reprinted 
in part by " Canadian W. A. Guide," Apr., '84, and Mar., '87. See pp. 330, 636, 790.) 

XXII. STRAIGHTAWAY FOR FORTY DAYS, 294-809 : The down-grade from 
middle-age, 394. Long-distance touring as a cure for malaria, 295. Sympathy with the Indian's 
longing to " walk large," 395. Gradual growth of the idea that I might make a monumental 
trail " from Michigan to Virginia," 296. Mileage statistics of the actual tour, 296-7. Summary 
of the weather-changes, 297-300. Four rain-storms during my Canadian fortnight, with adverse 
winds, 297. Mud and moisture in cr(»sing New York, 29S. Picturesque snow-squalls in Penn- 
sylvania, 299. Indian-summer haze in Virginia, 300. My surprise on being credited with " the 
first long trail in cycling history," 300. Swift riding in Ontario not a hindrance to scenic enjoy- 
ment, 301. Outline of the object-lessons which instructed me between the St. Lawrence and the 
Potomac, 302. Distinctive intellectual charm of conquering Nature herself, 303. Scenes and 
circumstances amid which I completed " the first American trail of a thousand miles straight- 
away," 304. The sensation of triumph, as voiced in the verses of " H. H.," 304. The strangest 
scene in aU my travels (and the only one which this book attempts to reproduce by " word-paint- 
ing"), 305. Falls, night-riding and mishaps of the forty days, 306-7. Pathological observations, 
306-7. Clothes, shoes and baggage-supplies, 30S. Malaria completely cured, but the love of 
touring insatiable, 307. My compliments to the players at national politics, and my praises of 
continental wheeling as an equally respectable game for the elderly, 309. The ideal of a quiet 
life, as portrayed by paraphrase of George Arnold's verses, 309. (Electro, in Oct., '8$ ; 10,600 
words, incl. 600 of fine type. First half, from Springfield Wheelnun^s Gazetiey Nov., '85; 
second half, from Wkeel IVorld, of London, Dec, '85.) 

XXIII. A FORTNIGHT IN ONTARIO, 810-882: Chance for 100 m. of swift 
riding, from Windsor or Tecumseh to Clearville, 310-ti. Crying need of a change in Canada's 
cumbersome customs regulations against bicycling, 311-12. My 100 m. run in 20 h., — London, 
Goderich and Mitchell, 312-14. Pres. Bates's report in '83 of bad roads near Clearville and 
Hamilton, 314. C. H. Hepinstall's 100 m. straightaway, 314. Various tourists' reports of roads 
in Western Ontario, 3 15-16. Summary of my fortnight's mileage, 3 17. An 80 m. run to Toronto, 
ending in the frosty moonlight of early mom, 317-18. Records of Toronto road-riders, 318-19. 
Conflicting reports from the two Chicago touring-parties, '84 and '85, as to roads and scenery 
between Toronto and Kingston, 320. Details of first Amzrican straightaway road-race, 
C^ibouTg to Kingston, 321-2. Biography of the winner, Cola E. Stone, 322-3. Clerical wheel- 
men's Canadian tour of Aug., '85, 323-4. Other reports from Kingston, 324-5. Rough riding 
from K. to Prescott, to complete the run of 635 m., — the longest ever made by me in 14 days, 
325-6. Routes to Montreal and to Ottawa, and the environs of O., 326-7. Tour of F. M. S. 
Jenkins, Ottawa to Montreal and Sorel, 327-8. Quebec to Metane, 329. Excursions from 
Quebec, 330. The first bicycle trail in the Western World made at Montreal on " Dominion 
Day " of 1874, 330. Description of the " C. W. A. Guide-Book " and summary of its routes, 
330-32. Maps, 331. (Electro, in Nov., '83; 18,900 words, incl. 15,300 of fine type. From 
L. A. W. Bulletin^ Nov. and Dec, '85; enlarged from sketch in " Canadian W. A. Guide," 
Apr., '84. Sec " summary" of Dec, '86, p. 575, for Quebec-to-Montreal route ; see also pp. 
296-307, 500.636, 789-90.) 

as an objective-point for tourists, 333. Ogdensburg to Watertown and Syracuse, 334-5- S. to 
Cazenovia, with reports from local riders, 336. The Otselic valley and Binghamton, 337. A 
hote1-cIerk*s lesson at Susquehanna, 338. Over the mtns. to Honesdale, 339. By tow-path to 
Purt Jervis, 340. Reported routes thence to the Hudson and to Scranton, 340. From the 
Delaware to the Lehigh, 341. The Mahoning valley and the Schuylkill, 342. Fast riding 
from Reading to Chambersburg, 343-4. Poled across the Potomac at Williamsport, 344. Up 


the noble " Valley pike " to Staunton, 344-6. Topography of the Shenandoah region, from G. 
£. Pond's " Campaigns of 1S64," 346-8. Tour of Washington men in '82, from Harper's Ferry 
to the Natural Bridge and back to W., 34S-9. My own pedestrian trip to tlie Bridge, 349-50. 
Suggested combination of r. r. routes to the Bridge and Luray Cavern, 350-1. Other reported 
roads in Virginia, 351. Military maps iu " The Campaigns of the Civil War," 352. (Electro, 
in Nov., '85; 14,200 words, ind. 6500 of fine type. First part, from S^ingfigld WfuelmerCs 
Gaseitt, Dec, '85. See pp. 298-30S, 374-90. 486, 495-8. 578, 59°) 

XXV. THE CORAL REEFS OF BERMUDA, 853 870: A winter invitation from 
Maine, 353. Geography and topography of the islands, from various authorities, 354-6. Mark 
Twain's alluring account of the coral roads, 356-7. Our arrival at Hamilton on Sunday, 358. 
Sunset and moonlight along the North road to St. George's, 359. The South road, 36a The 
Middle road and Somerset, 361. My race for the return steamer, 362-3. Incidents, expenses 
and conditions of the ocean voyage, 364. Pleasant impression of the blacks, 364-5. Praise of 
" the incomparable loquot," 365, 367. Almanac, maps and guide-books, 366-7. Exact details 
of the process called " free entry " at the New York Custom House, 368-9. My companion 
appeals against our unjust tax, and wins a new decision from the Treasury Department, 369-70. 
This decision classes passengers' cycles as " personal effects," to be admitted without duty or 
delay, 370. Four names for wheelmen to hold in grateful memory, 370. (Electro, in Jan., '85, 
except the last 3 pp. in Dec. ; 11,600 words, incl. 2900 of fine type. From Spring JUld Wheel- 
nutCs Gazette ^ Jan., '85, except the last 3 pp. from Outing, Mar., '85 ; reprinted in Tricycling 
Journal, of London, and Australian Cycling News. The first 15 pp. were issued as a pamphlet 
— 1000 in Jan. and 2000 in Feb., '85— for the attraction of subscribers. See pp. 706, 710, 790.) 

tour, inspired by my hope of seeing " one good parade of the League," 371. Through Philadel- 
phia and Delaware, 372. Stuck in the Maryland mud, 373, Ciood riding from the Susquehanna 
to Baltimore and EUicott City, 373. By Clarksville pike to Washington, 373-4. Fairfax Court 
House and Centerville, 374. Across the Bull Run battle-fi(?lds to Warrenton, 375. Washing- 
ton's environs, as reported by W. F. Crossman, 376. Baltimore's suburbaiA routes, 377. 
Springfield clerks' tour, New York to Washington, 377. Susquehanna tow-path, Havre-de- 
Grace to Columbia, 3^8. My muddy advance from Warrenton and passage of the Rappahan- 
nock, 378-9. Sweet strawberries at Sperryviile before I climb the mountain, 379. Thunder 
and lightning celebrate my four-miles' descent of the Blue, Ridge, 380. Luray and its Cavern 
contrasted and compared to Mammoth Cave and Natural Bridge, 381-2. Over the Massanutten, 
381-2. Broiled frogs* legs at Mt. Jackson, 383. Down the Shenandoah to Harper's Ferry, 383-4. 
From the Antietam to Gettysburg, 384-5. Sunday morning's reflections in the National Ceme- 
tery, 385-6. York, Columbia, Lancaster, Alhntown and Enston, 386-7. The 1000 m. circuit 
which initiated " No. 234, Jr.," 388. H. S. Wood's swift ride from Staunton to Columbia, and 
other excursions, 388. His summary of the Philadelphia riding-district, including rules of 
Fairmount Park, 389-90. Artistic and literary treatment of the '69 viloce, 390. (Electro, in 
Dec, '85; 14,400 words, incl. 7200 of fine type. First part, from Springfield IVheeimen's 
Gazette, Jan., '86 ; last paragraph was crowded out from p. 404 of " Bone-Shaker Days." See 
pp. 172-3, 238-45, 341-53. 486, 495-8, 578.) 

XXVII. BONE-SHAKER DAYS, 801-406: How the Wonderful Year, " 1S69," 
rolled in on a velocipede, 391. The load of obligations which bound me, a Senior in Yale Col- 
lege, to waste no time in trifling, 392. First experiences at the rink, and decision to resist its 
allurements, 393. A sidew.ilk vision-of-bsauty on the two-wheeler scatters my prudence to the 
winds, 393. I submit to destiny and become a velocipedist, 394. The old white horse whose 
ghost I sent galloping through the newspapers, 395. Proof that the undergraduate world forms 
the only real and universally-recognized aristocracy in America, 396-7. Trustworthiness of 
"journalism," as shown by eight variations of the fictitious " horse story," 397-8. The bone- 
shaker welcomed at Yale in 1819 as well as in '69, 39H-9. The Yale Lit. Magazine* s cat^IwX 
chronicle of the three months which marked the rise, decline and fall of velocipeding at New 
Haven, 400-a. Other testimony, from Goddard's scrappy book and the newspapers of '69, 402-4 


(see also p. 390). Post-collegiate reminiscences of the Pickering, 404-5. My final trial of the 
bone-shaker, in '73, at the Crystal Palace dog-show, 405. Narrow chance by which I failed of 
"importing the first rubber-tired bicycle into the United States," when I came home from En- 
gland in April of 'j^* ¥^' (Electro, in Aug., '85 ; 10,700 words, incl. 3900 of fine type. First 
half from SPgfld. WktelmenU Gazette^ Sept., '85 ; last half from Wheel World, of London, 
Oct., *85 ; reprinted also by Tricycling Journal, Dec. 23, 30, '85 ; Australian Cycling News, 
Jan. 3, '86. Issued as a pamphlet, 1000 copies, for the attraction of subscribers, Nov. 12, '85.) 
XXTIII. CURL, THE BEST OF BULL-DOGS, 407^25: Origin, characteristics 
and environment, 407. The gentlest of hearts beneath a fierce exterior, 408. Personal appear- 
ances and " points," 409. General impression made upon sfTangers, as portrayed by the poet 
of Puck, 409. Leaping through the window-glass, with the cry of " Out! damned Spot! " 
41a Relations with Black Jack, ostensible and secret, 410-ix. The garden fence as a pre- 
tended barrier for bravery, 411. Verses of honor for " the outside dog in the fight," 412. 
Ruffianism towards a pair of canine weakiiugs, 412. Ears sensitive to bell-ringing, 413. The 
fatal fascination of fireworks, 413. Conventional resentment assumed for certain noises and 
movements, 413-14. Winter sport with snow-caves, sledding and skating, 414. Hatred of 
boating and swimming, 415. A furtive drinker, 415. Assumption of dignified indifference to- 
wards the cats, 416. Tricks in food-taking, 416. Demand for the front seat in every vehicle, 
417. Exploits as a fence-jumper and hen-chaser, 417. Troubles as a fiy-catcher and candy- 
eater, 418. Victorious over the woodchuck but vanquished by the bumble-bees, 418. Abashed 
by the elephant, 4x8. The wicked flea, 419. "Circling" as a conventional diversion, 4x9. 
Religious rites with the saw-horse, 419. A fetich of wonderful power, 420. Canine asceticism 
gratified by head-bumping, 421. Birth and name, 421. Politically a '* War Democrat " in the 
stirring times of '61, 422. Rare Lipses from virtue's path, 422. Health and strength impaired 
by poison, 422. Dislike of mirrors and bed-chambers, 423. Outward signs of seeing phantasms 
and visions in sleep, 423. Deliberateness of retiring for the night, 423-4. Waning prestige a 
token of old age, 424. Refusal to tarry in a world which might give greater esteem to " cycling" 
than to " circling," 424. Exceptional toleration for the poor creature who was fated to attend 
him on the final night, 425. Dead, at the post of honor, 425. (Electro, in July, '85 ; 11,000 
words, incl. 325 of fine type. Written, July 27 to Aug. 2, '84, and rejecteil by all the magazine 
editors. A special edition of 1000 copies, on heavy paper, with cover and heliotype portrait, has 
been published and will be mailed for 25 c. each.) 

" character " in buildings, 426. Chances for self-suppression in London and New York com-* 
pared, 426-7. The only two modern cities whose immensity obliterates the sense of locality 
and renders individual isolation possible, 427. The metropolitan spirit of impersonality illus- 
trated by a quotation from Howells, 427-*- Lightness of ** social pressure " in the most- 
secluded Building of the least-censorious city on the globe, 428. Description of it, as " Chrysalis 
College," in Theodore Winthrop's novel of 1861, 428-9. Report by T. B. Al'drich, in 1866, 430. 
Three other accounts, in 1880, 431. History of Washington Square, with Henry James's sym- 
pathetic picture of it as " the most delectable," 432. The Naiion^s accurate description of the 
Square, in 1878, 433. Pictures and statistics of the Building, in various standard works, 434. 
Its comer-«tone laid in 1833 and its chances of endowment destroyed by the business panic of 
*37» 433-4- A more massive and imposing collegiate pile than had previously been known in 
the Western World, 434-5. Dream of the founders about a "non-sectarian combination " up- 
held by the influence and cash of several powerful sects, 435. Popular confusion of identity 
between the " University of the City of N. Y.," the "University of the State of N. Y.," the 
'* College of the City of N. Y." and that other and largest college in the city which is called a 
oniversity by its friends, 436. No hope of great endowments, but no fear of actual starvation, 
436-7. A meritorious institution, but dwarfed by the shadow of a mighty name, 437. How the 
two hundred students and instructors, who daily throng Its halls, serve as a cloak for the identity 
of the thirty or forty permanent tenants, 438. Di£k:ulty of espionage by day, and isolation of 
the janitor by night, 438. A peculiarity ^tHaj^mjjkJJjj^uiAn the alleged concealment of " Cecil 


Dreeme," 438-9. Sketch of Theodore Winthrop, 439-40. The mystery of solitude protects the 
Building from the incursions of the evil-minded, 440-1. As regards its relations to womankind, 
441-4. " Castle" and " Custom " contrasted, 444. " Social pressure " in England, which ob- 
literates individual freedom, 445-S. Testimony of Hamerton, Borrow and Nadal, 446-7. The 
latter's showing why " society " cannot exist in America, 448-9. Relentlessness of servants* 
tjTanny over the wealthy, whether their environment be aristocratic or democratic, 449-50. 
Evils of hotel-life, 450. Disquieting social-shadows cast by the peculiar system of street-num- 
bering in use on Manhattan Island, 45«-2- Fifth Avenue, as described in '85 by J. H. Howard, 
jr., 453-4. Brief escapes from the " servitude to servants " gained by a resort to the woods, or 
to the constant changes of travel, 454. The only house in the world where the yoke of con- 
formity need never be worn, 454. How the simple savagery of the Far West may be enjoyed, 
with less expense and discomfort, by the solitary camper-out on Washington Square, 455. An 
elegant and elaborate system of living also possible, without abandonment of impersonal con- 
ditions, 456. The janitor and his assistants, 457-61. Contrasts pointed by " the mighty 
concierge" who tyrannizes over Paris, 458-9. Lack of conveniences and of good business- 
management atoned for by safety and independence, 460-1. The inspiring fiction of sole 
ownership, 46a. Rarity of personal contact among tenants, 463. The Nestor of the Castle, 
464. Artists and college-bred men its chief admirers, 465. Pleasures of undergraduate life re- 
called without its labors, 466. Peace secured at the Castle without the sacrifice of companion- 
ship, 467. Hamerton's remarks on the compensations of solitude and independence, 467-9. 
Bohemianism and Philistinism contrasted, 469. Visit of the Prince of Wales, in i860, to this 
" freest spot in free America," 469-71. Analogy betw^een the Building and the Bicycle, 472. 
Poem by Robert Herrick, 472. (Electro, in Sept., '85; 31,700 words, in cl. 11,700 of fine type. 
Written in Sept., '84, and Aug., '85 ; see p. 710. A special ed. of 1000 copies, on heavy paper, 
with cover and small picture of the Castle, has been published and will be mailed for 25 c. each.) 

and his 8000 m. trail, of 1884-5, from California to Persia, 473-4 (see also pp. 570-2, for ad- 
ventures of *86, in Afghanistan, India, China and Japan, completing his round-the-world tour). 
San Francisco to Boston in '84, 475-80. Liverpool to Teheran in '85, 480-3. Comparisons be- 
tween his three years' journey and my own three years' task of putting together this book, 483-4. 
Hugh J. High's '85 tour of 3000 m., Pennsylvania to Nebraska and back, 484-6. Long ride in 
'83 by Dr. H. Jarvis, 486-7. St. Louis to Boston in '85, by G. W. Baker, 487-8. Ohio-to-Bos- 
ton tours of '80 and '81, 488. Illinois to Wyoming in '82, by Will Rose, 489. A July fortnight 
of '84 in California, by H. C. Finkler, 489-9»- Yosemite Valley trip of '85, by the Rideout 
brothers, 491-2. Notable all-day runs in California, '79 to '85, 491-4. W. B. Page's summer 
excursions from Philadelphia, '82 to '85, 494-9 (see also pp. 574-8 for 1400 m. tour of '86). 
Elderly and " professional " tourists, 499- Southern trios' tours to Springfield in '85 and to 
Boston in '86, 500. M. Sheriff's Manchester-Montreal circuit of 700 m. in '84, 500. E. R. 
Drew's routes in Ohio, 501. W. P. Cramer's three days' straightaway, 501. (Electro, in Jan., 
'86 ; 26,000 words, ind. only 250 of coarse type. Stevens's ride to Boston, pp. 473-80, was printed 
in Wheelmen's Gazette, Jan., '87 ; and the rest of the story, pp. 480-4, S7^2, in Feb. issue.) 

XXXI. STATISTICS FROM THE VETERANS, 602-580: Difficulty of persuad- 
ing men to prepare personal records, 502-3. C. E. Pratt, 503-4. J- G. Dalton, 504-5. L. J. 
Bates, 505-6. C. A. Hazlett, 506-7. W. V. Oilman, 507-8. L. H. Johnson, 508-9 (see also 
530, 588). J. W. Smith's tabulation of 20,000m., July, '80, to Dec, '85, 509. R. D. Mead, 509-10. 
N. P. Tyler, 510-ix. H. W. Williams, 511-12. S. H. Day, 5"-»3- T. Midgley, 5i3-»5- W. 
L. Perham, 515. T. Rothe, 515-16. A. S. Parsons, 516-17. W. Farrington, 5»7-"8. E. A. 
Hemmenway, 517-18. B. B. Ayers, 518-19. N. H. Van Sicklen, 519. F. E. Yates, 519-20. 
G. J. Taylor, 520. T. B. Somers, 520-1. J. D. Dowling, 521-2. G. F. Fiske, 522-3. E. 
Mason, 523. W. R. Pitman, 523-4. H. E. Ducker, 524. I. J. Kusel, 524. A. Young, 525. 
E. H. Corson, 525 (see also 577, 670-1). A. Bassett and J. G. Dean, 525-6 (see also 663.5). H. 
B. Hart, 526 (see also 660, 678). My unanswered letter to C. D. Kershaw, 526. A. Ely and 
W. G. Kendall, 526. Greatest American mileage in '85 : J. D. Macaulay's 6573 m. and C. 


M. Goodnow's 5056 m., 527. J. Reynolds and wife, 528. W. E. Hicka*s 4679 m. as a news- 
gatherer in '85, 528-9. J. W. Bell's long stay in saddle, 529. F. P. Symonds, 529. J. V. 
Stephenson, 529-30. L. B. Graves, F. A. Elwell, A. B. Barkman, W. T. Williams and E. P. 
Burabam, 530. Tri. record of 5957 m. in '85, by three merry wives of Orange, 530. (Electro, 
in Jan., *86; 25,500 words, incL only 850 of coarse type. Pp. Soi-7» fro™ Springfield Wheel- 
metes GeueUe, Mar., ^86.) 

XXXII. BRITISH AND COLONIAL RECORDS, 681-672 : Request that English 
press^men show fair-play towards my foreign contributors, 531. £. Tegetmeier, a London 
journalist, reports 10,053 m. covered in '83, and 46,600 ra. in 13 years, 531-3. H. R. Reynolds, 
jr., an Oxford graduate of *8o and a lawyer, rides 55,930 m. in 9 years, chiefly as an economical 
way of getting about, 533. " Faed,*' a wood-engraver, deaf and near*sighted, enjoys a daily 
open-air spin for 3 years, with only 75 exceptions, and makes a total of 19,388 m., 534-5- H. R. 
Goodwin, a Manchester jeweler, takes a 19 days* tour of 2054 m., 535-7. J. W. M. Brown, a 
Lincolnshire farmer, rolls up 53,343 m. in a decade, 537-8. H. J. Jones, of the Haverstock C. 
C, covers 3600 m. of separate road, in a 3 years' record of 16,016 m., 538-40. Alfred Hayes, a 
London leather-dealer, reports 30,000 m. in 9 years, incl. 15,000 m. on a single 46-in. bicycle and 
more than 160 successive Sunday rides, 540-1. R. P. Hampton Roberts's 16,060 ra. of wheeling 
in 7 years, tabulated by months and supplemented by other mileage records of the Belsiae B. C, 
541-3. Reports from H. T. Wharlow, 23,325 m. in 6^ years; C. W. Brown, 17,043 ra. in 4 
years; and W. Binns, a Salford draper, 22,147 m. in 6J years, 543. Monthly table of 12 years' 
riding, 40,319 ra., by Rev. H. C. Courtney, Vicar of Hatton, 544. Seven years' record, 20,700 m , 
by J. S. Whatton, ex-capt. Camb. Univ. B. C, 544. F. Salsbury's 36 monthly tables of 
'7.499 nt. in *82-'84, 544-5. "Average accounts " from F. W. Brock, of Bristol, and G. H, 
Rushworth, of Bradford, 545. Inexpensive iioo m. tour in '85 of a Glasgow University grad- 
uate, Hugh Callan, who won the TU Bits prize of $250 in '86, for best story of cycling experi* 
enoes, and who intends to print a book about them, 545-6. Diary for a decade, 14,107m., of an 
Irish country gentleman, Wm. Bowles, 546. H. Etherington, projector and proprietor of 
Wkeelingy 546-8 (see also 689-90). H. Sturmey, editor of the Cyclist^ 548-9 (see also 690-2). A. 
M. Bohon. author of " Over the Pyrenees," 549. C. Howard and R. E. Phillips, compilers of 
route-books, 550. G. L. Bridgman, S. Golder and G. T. Stevens, 551. Tour in '83, London to 
Pesth, of Ivan Zmertych, a young Magyar, 551. Hugo Barlhol's circuit of 2750 m., June 8 to 
Aug. 31, '84, Saxony to Naples and back, 551-2. Road-riding reports from France, Holland 
and Hungary, 552-3, 558. Fadle-medal riders of '84, 553. Liverpool long-distance men of '85, 
553. Notable rides in '85 by C. H. R. Gossett, Mrs. J. H. Allen, and others, 554. London- 
to-Bath annual winners, '77 to '85, 554. Record of tours and races to and from John O'Groat's, 
'73 to *86, 554-7. Wonderful cross-cnuntry wheeling by G. P. Mills, 556-8. DanieKs long tri. 
ride in France, 55S. AUSTRALASIAN REPORTS, 668-670 : Day's rides of xoom. in 
Victoria, 558-9. Toun of the Melbourne B. C, '79 to '84, 560. Tours by Adelakle and Ba!- 
larat club-men, '84 and '85, 560-1. W. Hume's circuit of 530 m. in '83 and straightaway of 
583 ro., to Sydney, in '84, 561. Day's rides of 100 m., to close of '84, 561-2. Tri. tours in '85 
by young ladies of BaUarat and Stawell, 562. G. R. Broadbent, a grandfather, wheels 17,600 m. 
in 3 years, 562. R. O. Bishop's 3 yeiairs' record of 13,352 m. in Victoria and Tasmania, 563. 
Mileage of T. F. Hallam, P. J. Bowen, and other riders of Hobart, 563-4. J. Copland's '84 
tri. tour of 12S2 m., Sydney to Melbourne and back, 564-5. S. to M. bi. rides by A. Edwards, 
G. L. Biidds and J. F. Rugg, 565-6. The longest straightaway trail in Australia, 670 m., 
Stawell to Sydney, made in Mar., '86, by M. Thomfeldt and C. H. Lyne, 56546. New 
Zealand's advantages for cycling, 566-7, 570 (see also 652). J. F. Norris's account of 242 m. 
tour in '82, and of 100 m. riders in '84, 567. J. Fitton's 700 m. tour at the close of '83, 567-8. 
Long rides from Christchurch by H. J. Jenkins and F. W. Painter, 568-9. W. H. Lang* 
down's 12 months' record of 8940 m. on a single bicycle, including a tour of 558 m. in the 
autumn of '85, 569-70. Guide-books for the Antipodes, 570 (see also 695-6). Conclusion of T. 

Stevens's round-the-world tour : Persia, Afghanistan, laiK' ''**■• •* Japan, Mar. to Dec, 

*86, 570-a. (Pp. 53o>5) were electrot)rped in Feb.. '*" op. 570-2 in Jan., 


^1 \ S7i35o words, incl. only 300 of coarse type. First 3 pp., in Outings Aug., '84 ; last 3 pp. 
in Wfuelmtn's GazetU, Feb., '87.) 

XXXIII. SUMMARY BY STATES, 678-590: Maine index, 573. F. A ElweU's 
Kennebec and Moosehead Lake parties of '34-5, 5;j-4- W. B. Page's '86 tour, 574-5. Guides 
and maps, 575. New Hampshire index, 575. Various tourists' reports of wheeling in the 
White Mtns., '8i to '86, 575-7. Guides and maps, 577. Vermont index, 578. Various reports 
from the Green Mtns., Conn. Valley and Lake Charaplain, 578-9. Massachusetts index, 579. 
My latest explorations around Springfield, at end of '86, 579-80. Reference-books, 581. Rhode 
Island and Connecticut indexes, 581. My '86 ride across Conn., with other reports, 581-2. 
New York index, 582. Corrections and changes for the Kingsbridge region, 582-3. New 
ferries and r. r. lines, 583-4. " Long Island Road-Book, " 584. Latest reports about Central 
Park and Prospect Park, 585-6. Club-house changes, 586. Palisades route to Nyack, and 
good road thence to Suffem and Port Jervis, 586-7. Chautauqua Lake and Buffalo, 587-8. 
New Jersey index, 588. Recommendation of East Orange as a pleasant place for ladies' lessons 
in tricycling, 588. Best routes between Newark and New York, 588-9. Pennsylvania, Dela- 
ware and Maryland indexes, 589. District of Columbia, Virginia and Kentucky indexes, 590. 
Scheme for a straightaway race through the Shenandoah, 590. Kentucky routes by P. N. 
Myers, 590. Time and space cut short my roll of States, 590. (Written, Nov. 22 to Dec. 31, 
'86. Electro, in Dec, '86, and Jan., '87 ; 16,000 words, inch only 300 of coarse type. See p. 710.) 

XXXIY. THE TRANSPORTATION TAX, 691-600: Important distinction be- 
tween r. r. and s. s. baggage, 591. Power of each individual tourist to resist an extra-baggage 
tax on water-routes, 591. S. s. lines pledged by me to the free-list, 592. League's arrange- 
ments with a few s. s. agents, 593. Scheme of r. r. trunk lines granting concessions to League, 
594. Alphabetical lists of r. r.'s which seek the patronage of bicyclers, 594. Rules and limits 
for handling bicycles on r. r. trains, 595. Tariff-charging roads, 596. Liberal policy of South- 
em lines, 597. Free carriage in Canada, 598. C. T. C. table of r. r. rates in Great Britain, 598. 
Practices of the British s. s. lines, home and foreign, 599. Customs regulations of France, 
Switzerland, Germany, Belgium, Holland, Italy, Mexico, Canada and the U. S., 599-600. 
(Electro, in July, '86; 8900 words, incl. only 50 of coarse type.) 

XXXT. THE HOTEL QUESTION, 601-614 : My hatred of the bed-bug and hum- 
bug policy called "reduced rates," 601. Testimony of Wheelings Bi. World and others 
against the C. T. C.'s cheap device for securing cold victuals and contempt, 602, 604. A plea 
for League influence in raising the standard of country taverns, 603. The special comforts and 
privileges needed by touring wheelmen, 602, 604, 606, 614. Landlords' estimate of patrons who 
ask for " the leavings," 605. A reformed formula for hotel certificate, 605. Distinction between 
city and country hostelries, 606. " Special rates " proper for special occasions only, 607. 
Analysis of the "C. T. C. tariff " for Great Britain and France, 607. Proof that it is more 
expensive than the standard $2 rate of America, 608. California's certificate against " League 
hoteb," 609. List of towns whose hotel-keepers (146) have subscribed for this book, 609. Rea- 
sons why it should be kept for consultation in the hotel-offices of as many towns as possible, 610. 
Restaurants and lodging-places in New York City, 611. Index to hotels named in this book, 
612. A plea for quiet bed-rooms and portable bath-tubs, 614. (Electro, in July, '86; 12,000 
words. See later testimony against the '* danger-board hotels " of the C. T. C, pp. 639-41.) 

at Newport, May 31, 'So, to protect cyclers' rights upon the road, 615. Badges, 6 16. ' Annual 
meetings; '8x to '86, 616-18. Geographical statistics of membership, 617-18. Evolution of 
L. A. W. Bulletin irom Bi. Worlds Wheel kcA amateur gazette, 618-20. Facts and opinions 
about this official weekly, 620. Two chief arguments for the attraction of members, 62 1. Sum- 
mary of constitution, 622-4. Form of application for membership, including the definition of 
" amateur," 624. Road-books published by the State Divisions, 625. Pamphlet issues of the 
League, 625. Local election reform by the New York Division, 626. Seven annual boards of 
executive officers, 1880-87, 626. Committeemen and State officers in service Oct. 30, '86, 627. 
Expulsion of all the swift racers for offending against " amateurism," 628. Powerlessness of 


the wheel and sporting press, 630. Abolition of " amateurism " needed before racers can be 
classed on their merits, 630, 633. MINOR CYCLING INSTITUTIONS, 681-68. "Ameri- 
can Cyclists' Union" formed, to help the Springfield tournament, 631. Definitions and road- 
racing rules, 632. Failure of its " promateur plan " and of its attempts against the League, 633. 
*' Canadian Wheelmen's Association," 633-6. Membership statistics of the English " Cyclists' 
Touring Club," 636. Summary of its governing rules, 637. Uniform and badges, 639. Suf- 
ferers* testimony against its " daitger-board hotels," 639. Financial standing as a " co-operative 
tailoring concern," 641. Its social status in America, 642. Alphabetical list of its councilors, 
in Apr., '86, 645. Local and general officers of the English " National Cyclists* Union," '84 
and *86, 646. Objects and mode of government, 647. Financial dilemma caused by " amateur- 
ism," 64S. Unanswerable logic of the abolitionists, 649. Publications, library, medal and 
danger-boards, 650, Wheelmen's unions in Germany, Holland, Belgium, France, Switzerland, 
New Zealand, Australia and Ireland, 651-2. (Electro, in Nov., '86; 34,800 words. First part, 
from "Wheelmen's Reference Book," pub. May, '86. See pp. 593-9, 677, 691.) 

XXXTU. LITERATURE OF THE WHEEL, 658-700: Argument for the free 
advertising of all books and papers devoted to cycling, 653. List of American and English 
journals, Aug. i, '86, 654. American books and pamphlets in the market, Aug. i, '86, 655. Atn. 
BLJournal^ IVkeeiman and the less-distinguished dead of the journalistic cemetery, 655-60. 
American Cycling Press in Aug., '86, 661-72. Detailed account of books, pamphlets and other 
advertising prints in America, 673-80. English books, maps and papers, 681-88. British and 
Australian journalism, 6S8-96. Continental publications, 697-700. General guides, 700. (Electro, 
in Anjr. and Sept., '86, with corrections in Dec. ; 42,750 words. See pp. xciv., 710.) 

and warning, 701. Unique pecuniary ideal, 701. Germ and conception, 702. Early notions 
and influences, 702. Arrangement with Col. Pope, 703. Moral support of prospectus, 703. A 
prophecy from Boston, 704. How " 300 " fixed me for " 3000," 704. Success of preliminary 
canvass, 705. Formal promise to finish, 705. Attraction of English patrons, 706. Gaxeite 
help at Springfield, 706. Defense of the WfueVs free adv., 707. Press encouragement at Bos- 
ton and elsewhere, 707. Ineffectiveness of " newspaper talk," 708. Indi£Ference of " the 
trade," 709. • Progress in writing and elect rotyping, 710. Work of the Springfield Printing Co., 
710. Col. Pope's reply to second proposal, 711. Condemnation from competent judges, 711. 
Harmlessness of my "Columbia" adv., 712. Independence of all Popes and powers, 713. 
Objections to gift-taking, 713. Need of private help and criticisms, 714. Costs and conditions 
of road-book making, 715. Proposals for " My Second Ten Thousand," 716. Request for per- 
sonal statistics, 717. Hints to authors and publishers, 718. The cycling press and its " free 
adv.," 718. The doctrine of intelligent selfishness, 719. How I got leisure for touring, 720. 
World experiences as a non-competitor, 721. Elective honors of college, 722. Illustrations 
from genealogy, 722. Preference for small and special tasks, 723. Involved beyond my wishes, 
724. Anecdote of Gen. Grant, 724. Delay and worry caused by " side-issues," 725. A polit- 
ical interruption, 726. The range of my acquaintance, 726. " Literary " types and comparisons, 
727. The significance of " society," 728. My personal relations with cyclers, 729. Sincerity 
and its compensations, 730. The pleasures of speaking squarely, 731. Chances on the down- 
grade, 732. Straight words for the finish, 733. (Written in Sept. and electrotyped in Oct., '86 ; 
19,400 words. Special ed. of 500 copies printed Dec. 3. See p. 710.) 

fist of 3196 " copartners " in the publication of this book : A, 734 ; B, 735 ; C, 738; D, 741 ; 
E, 742; F, 743; G, 744; H, 745; I, J, 748; K, 749; L, 750; M, 751; N, O, P, 754; R, 7S6; 
S, 757; T, 760; U, V, 761 ; W, 762 ; Y, Z, 764. My "prospectus of Dec. 3, '83," was first 
published in the Wheel oi Jan. 25, '84 ; and my first 1000 subscribers were enrolled on Apr. 9 
(74 days later), 2000 on Oct. 18 (38 weeks), and 3000 on July 4, '85 (75 weeks). On the last day 
of Feb., '84, which was 5 weeks from the opening of the canvass, the sub. list stood at 599 ; and 
its monthly growth from that point may be shown as follows : Mar., 273—872 ; Apr., 281 — 
1153; May, 193—1346; June, 85— 1431; July, 1x3—1544; Aug., 257—1801; Sept., 147—1948; 


Oct.,6s— «>»3 : Xor.,8j — 2095; Dec., 177 — 1272; Jan., tta — 23^; Feb., 113 — ^2497; Mar., 
149—2646; Apr., 139— 2/S7; May, 101—2888; J one, 87 — 2975; July, 128 — ^3103; Aug., 46 — 
3149; Sepc, 43—31/2; Oa-, 37— 3229; Not., 35— 3264; Dee, 54— 331S; Jan., 39— 3357; 
Fs'j.. 25 — 33.S2 ; Mar., 36—3418 ; Apr., 108 — 3526. From May i to Dec. 31, '86, there were 50 
acceaA}V>r.«, ax 5'-9>r raising the total of the "autograph edition '' to 3576. (Electro, in Feb., 
'36 ; abr^x 19,000 words. See pp. 794-6, for supplementary list of 200 names.) 

XL. DIRECTORY OF WHEELMEN, 7«9-799.: Names of 3200 subscribcfs. 
g"> i^e^ according to residenoe-towms, which are alphabetized by States, in the following geo> 
g'aph'cil order : Mc, 15 towns, 45 subscribers, 765 ; N. H., 14 L, 50 s., 766 : Vt., 14 1., 47 s., 
7S6; Mats., 89 1, 341 s., 766; R- I-, 5 t., 20 s., 769; Ci., 32 t., 171 s., 769; N. Y., 106 1., 671 
% , 770; N. J., 55 L, 257 s., 776; Pa., 96 t., 382 5., 778 ; Del., 2 t., 4 s., 781 ; Md., 8 t., 81 s., 
781 ; Di-it. of Col., 2 t., 37 s., 782 ; W. Va., 4 t., 6 s,, 7S2 ; Va., 10 t., 17 s., 782 ; N. C, 2 t., 
6 % , 782 ; S. C, 2 L, 4 s., 7S2; Ga., 4 t., 11 s., 7S2 ; Fla., a t.,2 s., 783 ; Ala., 4 t., 12 s., 783 ; 
Miss., 3 t., 4 s., 783 ; La., 1 t., 5 s., 783 ; Tex., 6 L, 9 s., 783 ; Ark., 2 t., 7 s., 783 ; Tenn., 3 t., 
26 •., 783 ; Ky., 15 t., 53 s., 783 ; O., 48 t., 154 s., 784 ; Mich., 21 t., 66 s,, 785 ; Ind., 21 t, 60 
»., 785 ; LI., 25 t-, 116 5., 786-7 ; Mo., 8 t., 25 s., 787 ; la., 14 t., 20 s., 7S7 ; Wis^, 11 1., 16 s., 
787 ; Minn., 13 t., 22 s., 787 ; Dak., 3 t, 5 s., 788 ; Neb., 2 t., 2 s., 78S ; Kan., 14 L, 21 s., 788 ; 
(Ind. Ter., o); N. Mex., i t., i s., 788 ; Col., 4 t., 9 s., 788 ; Wy., 3 t., 9 s., 78S ; Mon., 3 t., 
6 *., 78S ; Id., 2 t., 14 s,, 78S ; Wash., 3 t, 3 s., 78S ; Or., 8 t., 28 s., 788 ; Utah, 2 t., 7 s., 788 ; 
(Ner., o t.,os., 789) ; Ariz., i t., i s., 789 ; Cal., 9 1., 22 s., 7S9 ; Ontario, 21 L, 79 s., 789 ; Mani- 
toba, I t., I s., 790; (Quebec, i t., 5 s., 790; New Brunswick, 2 t., 6 s., 790; Nova Scotia, 9 t., 
37 s., 790; Bermuda, 3 t., 5 s., 790; Mexico, i t., i s., 790; England, 61 t., 138 s., 790; Scot- 
laiMi, 6 t., 12 s., 792 ; Ireland, 5 t., 7 s., 792 ; Continental Europe, 9 t., 9 s., 792 ; Asia, 4 t., 
4 s., 792 ; Australia, 12 1., 86 s., 793 ; New Zealand, 5 t., 24 s., 794. Suppiemeniary List 0/ 
Subscribers (Feb. to Nov., '86), 794-6. Trade Directory : Alphabetical list of 122 subscribers 
in whose oflaces this book may be consulted, 796-7. Geographical list of the same, 798-9. 
(Electro. March to May, '86, except last six pages in Nov. ; 22,000 words.) 

XLI. THE L.4ST WORD, 800: Pinaforic chant at the League's first annual ban- 
quet, Newport, May 31, '80. (Electro, in Nov., '86; 100 .words.) 

A summing-up of the estimates for the 41 chapters shows a total of 585,400 words, whereof 
362,400 are in fine tjrpe (" nonpareil ") and 223,000 in larger type (" brevier "). 1 have esti- 
mated the latter at 600 words to the page (44 lines of 14 w^ords each), and the nonpareil at 900 
words to the page (53 lines of 17 words each), except that the 66 pages devoted to subscribers' 
names have been credited with 18,400 words less than the latter estimate would give them. 
The half-dozen blank lines at the top of each chapter, and the short blanks at ends of para- 
graphs, are fully offset by the repetitions of chapter-titles at the tops of pages. Owing to the 
great number of abbreviations in last ten chapters, I think their number of nonpareil words ex- 
ceeds the estimate, — for my actual count of p. 497 revealed 1088 words. On the other hand, 
the brevier words may fall a trifle short of the estimate, — for actual count of p. 35S revealed only 
573- ^f y printers have charged me with 372 brevier pages ; and a multiplication of that num- 
ber by 600 shows 223,200 words, or almost exactly the result gained by adding the chapter esti- 
mates. Of the 311,600 words in first 29 chapters (472 pp.), all but 92,600 are in brevier; while, 
of the 273,800 words in last 12 chapters (328 pp.), which may be classed as an appendix, only 
4000 are in brevier. My own road-reports and wheeling experiences are almost all included in 
the 181,000 brevier words of the first 26 chapters (390 pp.), which also contain 77,000 nonpareil 
words, mostly given to others' reports and general information. In Chaps. 30-33 (pp. 473-59°) 
are 104,850 words, almost wholly given to others' perronal statistics ; and Chaps. 34-37 (PP- 59»- 
699) contain 97*550 words of general information. Of the 273,800 words in last 12 chapters, the 
29,400 in Chap. 38 are the only ones personal to myself. Adding these to the 6800 brevier 
words of Chap. 27, and the 181,000 before specified, gives a total of 217,200 words which refer 
in some way to my own wheeling. Even if the 11,000 words about "Curl," and the 20,000 
brevier words about " the Castle," be charged to me as *' personal," my entire share in the book 
rises to only 248,300 words, which is much less than half its text (585,400). 


Chapter-Titles are printed in small capitals and followed by Roman numerals referring 
to Table of Contents, where full analysis of chapter may be found. References are sometimes 
given in the order of their imporunce, rather than in numerical order. Such States of the 
Union as are not named here are indexed among " The United States," p. Iviil Other special 
indexes are made prominent by full-faced type. 

AbbreTiations of tlie U. S., with index for 
each State, Iviii. 

Abstinence from fire-water and tobacco, Cases 
of, 62, 138, 53a, 537» 544. 

Accidents {ue " Incidents "). 

Address-list of a8,ooo American cyclers, 661. 

Advertising, Exclusion of from bqpk, for sake 
of)mpartiaIity»7i4; specimens of calendars 
and catalogues, 679 ; rates in cycling papers, 
656, 696. (Sfe " Free advertising.") 

After Bbbr (verses), 15. 

Agriculture as a basis of prosperity, 301. 

Allegory of the New Year, "1869," 391. 

Alnwick Castle, Bone-shakers at, 391, 404. 

**AjiUkteariS]n '* as defined by L. A. W., 
624, 633 ; by A. C. U., 632 ; by C. W. A., 
635 ; by N. C. U., 638. Folly of attempted 
sodal distinctions in racing, shown by 
IFkeeling^ and J. R. Hogg, 6a8. Expul- 
sion of all the swift racing men as social in> 
foriors, 629, 649. Supporters of the scheme 
satirized by the London At/, 650. 

''Amerioui CycUstB' Union" (A. 0. U.)t 
628-33 : Advent of, as a refuge for the 
League's expelled " amateurs," 631. Con- 
stitution, officers and government, 631. 
Definitions of social standing, 63a. Scheme 
for an " itttenia.tional alliance " of racing 
men, 633. 

American Division of C. T. C, 636, 642-4. 

Anecdote of Gen. Grant, 724. 

Answers for the curious, 4. 

Architecture of Fifth Avenue, 453 ; of the 
University Building, 428-34. 

Aristocracy in America, 396, 448, 453. 

Artists and illustrations, 258, 268, 270, 271, 
279, 366, 390-1, 397, 407, 656-60, 662, 665- 
75, 679-80, 683-93. 

Asla» T. Stevens's ride across, 4803 > 57o-a- 

Asphalt pavementSi Superiority of, 584, 588. 

Australia, 558-66 : Books and papers, 570. 
"Cyclists' Union," 65a. Journalism, 696. 
Road-races, 559-64. Subscribers to book, 
558, 706, 793-4. Touring, 560-6. 

Austria : C. T. C. Members, 636-7 ; roads, 
481, 55»» SSS- 

Authors and Books quoted by me. Index 
to, Ixxvii. ; Reciprocation and corrections 
asked for, 718. 

Autobiographies of Wheelmen, 473-572 *> 
My difficulties in procuring them, 502-3 ; 
Index to, Ixxi. Index to my own autobiog- 
raphy and history of book, Ixxix. 

Autumn scenic impressions in my 1400 m. 
tour, 299-305. 

"Average man," My attempts to report 
wheeling of and for the, 502, 531. 

Badges: C. T. C, 639; C. W. A., 635; 
Central Park, 94, 585 ; L. A. W., 616 ; N. 
C. U.,650. 

Baggage-<arrying, 13, 17, 308, 384. 

Baggagemen : awed by nickel-plate, 20 ; Civil 
treatment of, 597; Fees for, 86, 96, 221, 
596; Remedy for extortion, 595, 598. 

Bags objectionable on a bicycle, 17. 

Bartlett's (Gen. W. F.) manly message of 
forgiveness to the South, 386. 

Basaltic columns at Orange, 174. 

Bates (President), on political power of 
League, 621 ; on reform of League govern- 
ment, 626 ; on racing and amateurism, 629, 
633. Biography of, 505-6. 

Bath-tubs and quiet bed-rooms in country 
hotels, A plea for, 614. 

Battlefields, Monuments and Land- 
marks : Annapolis, 285. Antietam, 384. 
Bergen, 169. Blue Lick Spring, 233. Brook- 
lyn, 158. Bun Run, 375. Centerville, 374. 
Clinton, 132. Fisher's Hill, 345, 383. Forts 
Lee and Washington, 72. Gettysburg, 385-6. 



Goshen, 143. Great Bethel, 439. Green- 
wich, 139. Harper's Ferry, 241,384. Jer- 
sey City, 16S. Lake George, 185-7. Leete's 
Island, 132. Lexington, 103, 386. Morris- 
town, 163. Newburg, 171. New York, 158. 
Perryville, 228. Saratoga, 186. Sharps* 
burg, 384. Sheffield, 147. South Mount- 
ain, 238. Springfield, 127. Staten Island, 
158. Tarry town, 76. Ticonderoga, 186. 
West Springfield, 127. White Plains, 74. 
Winchester, 345, 383. Wyoming, 220. 
Yonkers, 78. 

Bays and Qnlfs, Index to, Ixi. 

Bed-bugs at the " danger-board hotels of the 
C. T. C," 639-41 ; at the Maryland canal 
house, 239 ; in Australia, $66. 

Bed-rooms, Sunlight, quiet, good air and bath- 
tubs wanted for, 602, 612, 614. 

Beginners, Books of advice for, 678. 

Belgium : C. T. C. members, 656. Cycling 
Union, 651, 700. Free entry for cycles, 599. 
Journals, 699. Tours, 522, 546, 549. 

Belts, My dislike of, 18, 22. 

Bermuda, The Coral Rbbps of, 353-70, 
xiv., 592, 790. 

BicycleSt Index to makes of, Ixxviii. 

Bicycling : as a bridge to social intercourse, 
5, 14, 729; as a chance for character-study, 
3, 5, 10, 20, 729; as a cure for malaria, 
292, 308 ; as an introduction-card, 14, 730 ; 
as a solace for the solitary, 14, 34, 255, 309, 
729 ; as a source of health, 53, 258, 278, 295, 
537, 565, 685-6, 688 ; as a token of sincerity, 
14, 701, 729. Business advantages of, 501, 
5<>7i 510, 524, 528. Cost of four years, 41. 
Elation in long-distance riding, 303. Enthu- 
siasm for. Unique power of the, vi., 484, 705. 
Freedom, the distinctive charm of, 255, 472. 
Gracefulness of, 6. 

Biographies, Index to contributors', IxxL 

Birthday Fantasib (verse), 22. 

Birthdays, Index to, Ixxi. Request, for, 

Blue Ridge in a thunder-storm. My four-4nile 
descent of the, 38a 

Boat-race management at New London, 130. 

Bonb-Shakbr Days, 391-406, xiv., 523,541, 

543, 547- 
Book of Minb, akd thb Nbxt (This), 

701-331, xix., Ixxxi. 
Books and Pamphlets on Cycling: Lists 

of American, in the market Aug. i, '86, 

655. Descriptions and reviews of, 673-80. 

Continental publications, 696-700. English 
books and maps, 6S1-8. Record-keeping, 
Blanks for, 676-7. Index to all the fore- 
going, Ixxiv. Index to authors, publishers 
and printers of the same, Ixxvi. 

Books quoted or referred to by me. Index to 
non-cycling, Ixxvi. ; index to authors of the 
same, Ixxvii. 

Boots and shoes, 18, 21. 

Boston, Out from, 101-114, x. : Books and 
papers of cycling, 654-9, 663-5, 673-80. 
Clubs, 105, 767, 793. Hoteb and horse- 
cars, 105. Indifference to my subscription 
scheme, 704, 708. Irish sea-coast settle- 
ment, 372. Landmarks, 105-6. League 
parades at, 371, 616, 6t8. Maps and 
guides, 1 12-13. Pemberton and Scollay 
squares contrasted, 104-5. Police ineflSr 
dency at, 371, 616. Prince-of- Wales pro- 
cession, 4fr. Road-book, III, 677. Scene 
of my teaming the bi. (March 28, 1879), 25. 

Breeches vs. trousers as an " extra," 17, 23. 

Bridges, Bicycling on the big, 87, 203, 225. 

Bristed's (C. A.) admirable defense of indi- 
vidual freedom, 727-8. 

British and Colonial Records, 531-72, 

Brokerage in the New York Custom House 
explained in detail, 369-9. 

Brooklyn: Clubs, 97, 586; Ferries, 87-8, 
97 ; Prospect Park, 89, 92, 585 ; Routes to 
and through, 86-90. 

Bugle calls and tactics. Books on, 679. 

Bull Run, Luray Cavern and Gettys- 
burg, 371-90, xiv., 348, 350-1. 

California: Danger signal against League 
hotels in, 609. League road-book of, 625, 
799. Touring routes, 475-6, 489-94. Wel- 
come to T. Stevens, 572. 

Camel-trails in Asia, 480. 

Campobello, Our afternoon on, 270. 

Canada, My Fortnight in, 310-32, xiii.: 
A. C. U.'s claim to, 631. Cursed by cheap 
hotels, 603, 320. Deplorable customs regu- 
lations, 311, 324, 575. New Brunswick 
references, 265, 270, 274, 790. Nova Scotia 
touring, 282-94. Prince Edward Island, 
290. Quebec to Montreal, 575. Subscrib- 
ers to this book, 789-90. Superiority of 
roads, 297. Support of C. T. C, 636-7. 
Tameness of scenery, 301. 

"Canadian Wheelmen's Association" (C. 
W. A.), 633-636 : Badge and motto, 635 ; 



Constitution and government, 634 ; DefiniF 
tions of social status, 635; Finances and 
membersliip, 635 ; Founders, 634 ; Monthly 
organ, 635, 659, 669-70; Road-book, 3>5-«9i 
326-7, 330, 636, 677. Railroads on Iree 

Canals. Index to, bciv. {JSet " Tow-path.") 

Castlb SoutuAb in thb Mbtkopous 
(1. e.t the University Building), 42^73| xv. 

Cats' treatment by dogs, 409, 416, 425. 

Cemeteries, Index to, Ixiv. 

Charm of bicycling, iv., i, 14, 473, 729. 

Cheap and nasty hotel-s]n»tem not economical, 
606; condemned by C.T.C. 8ufferers,639-4o. 

dergjn&en: Air of condescension, 727. 
Prizes for essays on wheeling, 658. Rela- 
tionship to college foundations, 435. Tour 
in Canada, 323-4 ; in Europe, 499. Veloci- 
pedists in '69, 391, 403. Wheeling reports, 

378. S«a. 544, 564. 

Clothes, 13, 16-22, 307-8, 475i 485* 494f So8» 
546, 537, 55». 565. 

Clubs (index, Ixiii.) : Directory of Ameri- 
can, 765-90. Drill books for, 679. Goy's 
Directory to English, 688. Formation of 
proves the sociability of cycling, 14. Houses 
in Baltimore, 590 ; Boston, 105, 767 ; New 
York and Brooklyn, 96-7, 586; Philadel- 
phia, 589; St. Louis, 652 ; Washington,59o. 

Coaching on the old National Pike, 243 ; as 
imitated on the tally-ho, iv., 281, 396. 

Coasting on thb Jbrsbv Hills, 159-78, xi. 

CoUeget (index, Ixii.), as abodes of the only 
real aristocracy in America, 396 ; Conduct 
of youth at N. Y. U., 429; Endowments, 
435-7 « Finances of, 437 ; Newspaper treat- 
ment of, 397 ; Religious control of, 435. 

Odumbia College, References to, 131, 216, 

"Columbia, No. 234," 35-48, x. : Axle, 37, 
40, 45, 46. Backbone, 39, 40, 43. Bear- 
ings, 37, 40, 42. Brake, 40, 42. Bushing, 
40. Cam-bolts, 40. Cranks, 36, 40, 46. 
Handle-bar, 43, 45, 46, 306. Head, 43. 
Hub, 40. Mileage memorial placard, 48. 
Nedc, 38, 40. Nickeling, 38, 40, 43. Oil 
cup*» 37> Overlapping, 43. Pedal-pins, 
45, 47. Pedals, 37, 47. Rawhide bearings, 
43, 336. " Rebuilding " plans abandoned, 
47. Repairs, Cost of, 41. Rims, 45, 46, 350. 
Saddles, 37, 45- Spokes, 38, 4Sf 46, 350. 
Spring, 37, 43. Step, 39. Tires, 36, 37, 38, 
47, 48. Wrecked by runaway mules, 44. 

Concieige in Paris, Tyranny of the, 458. 
Connecticut, Shorb and Hill-top in, ia9> 

149, xi., 348-54 (index, 581) ; League road> 

book of, 625; {S*» " New Haven," " Yak 

Contbnts-Tablb, ix.-xx. 
Contrasts between bicycling and other modes 

of long-distance travel, 303. 
Contributors' Becords, Index to, bod. ; 

Rules for, 717. 
Convicts as road-builders, 355, 563. 
Corduroy, Praise of, 19, 21, 307. 
Costumes for touring, 16-22, 307-8, 475, 485, 

494, 508, 537. 55», 565- 

Creeks snd Brooks, Index to, Ixi. 

Curl, thb Bbstof Bull-Dogs, 407-35, xv. ; 
Allusions to, 305, 393, 471 ; Photo-gravure 
of (facing title-page). 

Custom-House rules as to cycles : Bel- 
gium, free entry ordered Feb. 6, '84, 599. 
Bermuda, discretionary, 358. Canada, pro- 
hibitory red-tape, Aug. 5, '81, 311. France, 
varying practice, 599, 600. Germany, vary- 
ing practice, 599. Holland, free entry, 

599. Italy, free entry ordered June 16, '85, 

600. Mexico, ten cents a pound gross 
weight, 600. Switzerland, varying practice, 
591. United States, free entry ordered Apr. 
9, '84, 370 ; first classed as carriage, instead 
of machinery, May 29, '77, 'S' 

Customs officers, Experiences with, 282, 311, 
3^4, 333, 358, 368-70, 5»8, 575- 

"Cyclists* Touring Club" of England 
(C. T. C.)» 636^46 : "Amateurism," Defi- 
nitions of, 638, 643. American support, 
636, 642-4 ; allusions to, 619. Badges and 
uniform, 639. " B. T. C." as first named, 
615, 636, 644. Bi. WorlcPt notices of, 602-4, 
643-4. Canada, Slight support gnv^n by, 
636, 643. Chief Consuls, 6j6, 645. " Co- 
operative tailoring concern," 641. Coun- 
cil of 125 is constituted, How the, 636-7. 
Councilors in Apr., '86, List of, 645. 
" Creed" of L. A. W. vs. C. T. C, 644. 
Custom-House reforms attempted, 599, 600. 
Danger-board hotels, 602-4, 639-41. Dan- 
ger-boards, 643-4, 651. Divisions, Size of 
the 37, 636. Executive power all lodged 
in the Secretary, 642. Finance committee, 
638. Finances in the U. S.,643. Finan- 
cial report of '85 analyzed, 641. Foreign 
members, "Amateurum" of, 638. Forgery 
confessed in court by the Secretary- Editor, 



Ixxxix. Gazeiie, The official, 641, 687, 691, 
bcxxix. Government, Abstract of seventy 
rules for, 637-8. Handbook, 682, 637, 687. 
Hotel policy denounced by Wfutlmg and 
Bi. Worlds 602-4, 641 ; by other sufferers, 
639-40 ; tariff shown in detail, 607. Humor- 
ous schemes for "a great future in the U. 
S.," 643-4. " International " pretensions, 
644. League tolerates C T. C in U. S. 
only as ^ social sentiment, 64a, 644. Life 
memberships, 644. London region supplies 
a third of the membership, 636. Maps, 68a. 
Meetings, 637, 642. Membership statistics, 
636. Journalism denounced, by the pre- 
siding judge of a London law-court, as 
" the lowest and vulgarest abuse," xci. 
N. C. U., Affiliations with, 638, 646, 648. 
Officers, Election of, 637 ; in U. S., 645 ; 
list of in Apr., *86, 646. Publications, 638, 
642,687-8,691. Quorum, 642. Railroads, 
Tariff for, 598. Renewal list, 638, 688. 
Representative Councilors, 636, 645. Road- 
book promised for '87, 642, 687. Secretary- 
Editor, Appointment, salary and duties of, 
637-8 ; autocratic power of, 642 ; compla- 
cency of, as to badges, hotels and GaxetU, 
639, 641, 691 ; portrait gallery of, 691 ; repri- 
manded in court for literary forgery, xci. 
State consuls in America, List of, 643. 
Tailoring and trading accounts, 64 1. Tariff 
of hotels, 607; r. r.'s., 598. Unimpor- 
tant allusions, 601-8, 615-16, 619, 665, 667, 
669, 681-88, 693-s, 699-700, 765. Usurpa- 
tion of League functions resented, 644. 
Voting for officers, System of, 637. Weak- 
ness of perambulatory Council, 642. IVkeel- 
tng^s criticisms of, 602, 639, 641. Women 
members, 638. 

Cyclometers: Butcher, 114, 127, 135, 147, 
322, 374. 482. 500. 506-8, 511, 517, 5«9-2i, 
524, 526, 528, 529, 530. Church, 524. Ex- 
celsior, 128, 138, 189, 508-1 1, 524, 528, 666, 
714. Hemu, 546, 555. Lakin, 378, 508, 
524, 526-8, 797, 799. Lamson, 506. Liv- 
ingston, 714. McDonnell, 138, 149, 237, 
248, 325. 388, 484* 508, 509, 5«o» 5". 5»a» 
5»3, 5»5-7, 519-20. 524, 527-30, 553. SH 575. 
714. Pope, 24. 135. 508, 511, 5»3. 5»7. 520, 
523, 581. Ritchie Magnetic, 172, 507, 511, 
523. Spalding, 499, 508. Stanton, 508. 
Thompson, 517, 533. Underwood, 508. 
Wealemefna, 533, 532. 

Distances, " U. S. Army " Table of, 680. 

Delawiare (index, 589). 

Denmark : C. T. C. members, 636-7. 


District of Colmnlila (index, 590). 

Dog as a companion in touring, 562, 565. 

Dogs, Anecdotes of, in biography of I Curl, 
the best of bull-dogs," 407-25. ^ 

Down-East Fogs, In the* xii., 255-8^. 

Down-East tours of '84-'85, 573-4. 

Drill bo<^ for bugle, tactics and singing, 680. 

Electrotyping, Dates of, ix.-xx., 710. 

England and the English, 444-8, 53^69, 
636-51, 688-96, 790-94. "Amateurism" 
satirized by the Bai, 650. Aristocracy in 
the newspapers. Treatment of, 396. Auto- 
biographies of wheelmen, 531-45, 547-58. 
Book of bi.-tour made by Americans in 
'79. 673. Books and pamphlets on cycling, 
681-S. Class distinctions, 446-7. Conven- 
tional attempts at " naturalness," 448. 
Crystal Palace dog show of '72, 405. Cy- 
clists' Touring Club, 636-46, 681 {see spe- 
cial index, " C. T. C"). " Danger-board 
hotels of C. T. C," Testimony of sufferers 
at, 604, 639^1. Diet of tourists, 537, 544. 
Evolution of bicycle from bone-shaker, 402. 
Halifax has an English atmosphere, 292. 
Hogg's (J. R.) exposure of "amateur- 
ism," 649. Humor in wheel literature. 
Ideal of, 693. Individuality, Obliteration 
of, 445-8. Journalism of cycling, 547-8, 
688-95, 706. Land's End to John O'Groat's, 
536, 554-7- London, 426-7, 436 {see spe- 
cial index). Longest 19 days' ride, 535-6. 
Longest year's record, 53 1-2, 558. Manners 
and customs in social life, 444-8. Maps, 
681-7. My '76 tour which never took place, 
406. Narrow-mindedness of business-men, 
484. National Cyclists' Union, 646-51 {see 
special index, *' N. C. U."). Newspaper 
gossiper sent to jail by Lord Coleridge, 280. 
Newspaper prattle about the nobility and 
gentry, 396. Prince of Wales's visit to 
America, 469-71. Racing, 532-44, 547. 553-4- 
Racing men, Wheeiing^s social classifica- 
tion of, 629. Railroad and s. s. rates for cy- 
cles, 59S-9. " Rights and Liabilities of Cy- 
clists," Law book on, 684-5. Road-books 
and guides, 550, 68 1-8. ((oad races, 532-44, 
553-8. Self-suppression the supreme law, 
445. Servitude to servants,444-7. Snobbery 
of the middle classes shown by " amateur- 
ism," 650. " Society of Cyclists," Dr.Rich- 



ardaon's, 647. Social conditions shown by 
inn4ceeping customs and ideals, 602; by 
abusive personalities of cycling press, 695. 
Subscribers to this book, Attraction of, 
706; Names of, 790-2. Subscribers to 
WknlmeiCs GaaetU^ 662. Sunday riding, 
Statistics of, 541-2. "Tri. Association" 
and "Tri. Union," in N. C. U., 647. 
Wheeling biographies, 472-3. Worship of 
wealth, 446. Wales, Touring in, 673, 68z. 
Yates (E.) sent to jail for libel, 380. 

" Er " abetter termination than " ist," 673.4, 

Erib Canal and Lakb Erie, The, 199- 
so8, xi. 

Evarts as a talker for business only, 724. 

Exemption from duty for tourists' cycles en- 
tering the United States, How my Ber- 
muda trip brought, 368-70. 

EzpenditureB: Baggage and express, 41. 
Bermuda trip, 364. Custom-House charges, 
599-600. Elbow-breaking, 35. El well's tour, 
257. Fees to bn^pigemen, 86, 96, 221, 596. 
Horse-scaring in '69, 395. Mammoth Cave, 
231. Nova Scotia hotels, 288, and tour, 
292. Repairs of machine, 41. Riding- 
dothes, 41. Scotch tourist, 546. Veloci- 
pedes of '69, 400. 

Fathers and sons as cyclers, 494, 517, 521, 

524, 531, 5^4. 

Foes : A. C. U., 631 ; C. T. C, 638, 643 ; 
L. A. W., 624; N. C. U., 647, 649; Bag- 
gagemen, 86, 96, 231, 596; Ferries, 96; 
Horse-car lines, 86. 

Fifth Avenue, N. Y., 65, 45»-4> 583. 

First bicyde ride in America, 330 ; in United 
States, 406. 

First "thousand-mile trail," 304, 533, 549, 

55 «• 

Food of long-distance riders, 480, 537. 

Fording the New Zealand rivers, 568. 

Foreign Conntrief , Index to, Iviii. 

Fortnight in Ontario, A, 310-32, xiii. 

Forty Days Straightaway, 294-309, xiii. 

Four names for cyclers to honor, 370. 

Foi7R Seasons on a Forty-Six, 24-34, x. 

France and the French: Autocratic rule 
of the concierge, 458. Books and papers, 
69S-9. Cycles at the custom house, 599, 
600. C. T. C. members, 636. Hatred of 
originality, 468. Invention of cycling in 
olden time, i. Lallement at Ansonia and 
New Haven, 139-42, 394. Long-distance 

rides, 553-3, 558. Maps, 68a. Paris, Allu- 
sioQs to, 2, 99, 280, 403, 406, 426, 4*48, 45S.9, 
480, 545, 55 »i 558, 568, 6ii, 645, 651, 698^, 
792. Racing free from "amateurism," 
628. Railroad rates, 599. Social ideals, 
468. Stevens's ride, 480. Subscrib«^ to 
this book, 792. Union V^locip^dique, 651, 
698. Velocipeding in '68, 390, 403. 
" Free Advertising " : Explanation and de- 
fense of the policy, 653, 707, 718. Gained 
by authors and publishers from my scheme, 
653 • 718; by hotels which give their best 
treatment to wheelmen, 602, 607, 609, 612, 
614 ; by hotels which subscribe for this 
book, 605 ; by r. r. and s. s. routes which 
class cycles as baggage, 591 ; by this book 
from the cycling press, 704-9, 718-19; by 
wheel literature, 653. Given by Bi. World 
as League organ, 618 ; by the Pope Mfg. Co. 
to the trade in general, 659, 679 ; by racing 
men to cycles which win, 628 ; by T. Ste- 
vens to the trade in general, 484 ; by trades-* 
men to cyding books and papers, 653. 
Neglected chance at Coventry, 684. St. 
Louis sarcasms in Am* Wkeelman^ 6ji. 

" Froth and foam," Racers likened to, v. 

Genealogy as a scientific study, 722. 

Geographical miscellany (index, Ixiii.). 

Germany and the Oermans: Barthol's 
(H.) 2800 m. tour of '84, 551-2. Books and 
papers, 697. C. T. C. members, 636-7. 
Cycles at the custom house, 599. Fiske's 
(G. F.) tour, 522. L. A. W. members, 
617-18. Roads, 480-1, 522, 551-2. Ste- 
vens's (T.) ride, 480-1. Subscribers to this 
book, 792. Wheelmen's Union, 651, 697. 

Ghostly wheelmen in the fog, 268. 

Gloves, My preference as to, z8, 733. 

Gossip, Distinctions between verbal and 
printed, 280; American collegians and 
English nobility lied about by newspapers 
for similar reasons, 296-7. 

Grandfather's cycling record of 17,600 miles 
in three years, 1883-5, An Australian, 562. 

Grandfather's luckless contract as a cycling- 
path builder, in 1825, My maternal, 180. 

Grant's (Gen.) sagadty as to personal peril. 
Anecdote of, 724. 

Great American Hog, The, 10, 596, 615, 6si§^ 
Road law for checking, 584, 680. 

Greeting : to my 3000 Co-partner' 

Halifax, Pleasant impressions c 



Hamerton*s (P. G.) reflections on solitude 
and incfependence, 467-9. 

Harvard College : Bartlett's (Gen. W. F.) 
noble speech at, in 1874, 386. Buildings, 
434-5* Guide book to, 113. Jealousy of 
Yale, 2$, 256. Newspaper lies about, 397. 
Stupidity as to boat-race management at 
New London, 131. Successful financial 
policy, 437. Unimportant allusions, lot, 
«>3. 494, 5*4i 658, 665, 767. Velocipeding 
in '69, 403. 

Hats and caps for touring, 18. 

Health is won by cycling. Books showing 
how, 6S5-6, 688. 

Healthfulness of cycling. Examples of the, 
53, 258, 278, 295, 537, 565. 

Hills and Mountains, Index to, Ix. 

Historical Statistics : Bermuda, 354-7. 
Brooklyn Bridge, 86. Central Park, 92-5. 
Long Island, 155. New Haven, 132 ; 
Velocipeding at, 400-2. New York City, 
Settlement of, 64; University of, 433-5, 
437-8. Prince Edward Island, 290. Pros- 
pect Park, 89. Shenandoah Valley, 346-8. 
Staten Island, 155. Washington Square, 

64-S. 432-4- 
Hog who thinks the roads of this continent 

are his private property {jut ** Potxus 

Holland and the Dutch: C. T. C. mem- 

bcrs, 636-7. Cyclers' Union, 651, 700. 

Free entry for cycles, 599. Long day*s 

lit^c, 553. Subscriber, 792. Tour, 522. 

Wheel literature, 700. 
Holland (Dr. J G.) as " the American Tup- 

per," Carl Benson's exposure of, 728-9. 
Honor these four ! 370. 
Horseback traffic in Kentucky, 226 ; traveler 

in Europe beaten by bicycler, 558. 
Horses, Cyclers' treatment of, 10 ; Runaways 

never caused by my bicycle, 57; Various 

allusions to, 237, 293, 321, 380, 395, 529, 

566, 57 »■ 
tloTKLS, Thb QoBSTiON OF, 601-14, xviii., 
639-41, Ivii.: Alphabetical list of, 146. Bath> 
tubs wanted at, 601, 602, 614. Clerk's in- 
solence rebuked, 338. Constraint of life at, 
450. Index to those named in this book, 
612. Overcrowded by touring parties, 320. 
Recommendations of, 201, 221, 231, 238, 
33 1» 345» 3481 381. Where this book may 
be consulted, 609. Women patrons of, 
442, 450. Women waiters at, 13. 

Hudson and Lake Gborcr, 179-98, xi. 

Humors of the Boad : Acadians* picnic 
in the rain, 283. Astonishment at the 
novel vehicle, 8, 372, 379. Australians' 
greetings, 560. Bingharaton B. C.'s con- 
tempt for my long-distance trophy, 308. 
Brave passenger and his apology, The, 
380. Car-drivers' repartee, 105. Cartoons 
of velocipeding, 390. Coaching-club photog- 
raphers take my back for a background, 
281. Compliments from the Small Boy, 6, 
13 > 48, 54- Cooking chickens in Virginia, 
350. Difiident introductions, 3. Dogs, 18, 
'40f 565. Facetiousness of the Erie canaV 
lers, 8-9. Forced to mount the mail-coach, 
560. Free-lunch at East Machias, 271. 
Fragging in the Shenandoah, 383. Good' 
bye chortle to the charmers of Calais, 
266. Great American Hog, The, 10, 596, 
615, 6at. "Journalism" on the border, 
263. Larrigans for the Blue Noses, 265. 
Martinetism on Mt. Desert, 275-8. Mis- 
taken for an undertaker, 195. Newspaper 
lies about Rosenbluth's horse, 397 ; theo- 
ries as to " riding in the rain," 263. Re- 
torts courteous, 8-1 1 , 265, 396, 568. Scissors- 
grinding, Request for, 225. Scouring the 
Connecticut River tow-path, in search of 
" my lost inheritance," 180. " Watching 
for the circus " (me in Me), 264. Women's 
wayside rudeness, 9, 11. World-wide ad- 
vice to T. Stevens, 477. 

Hundred mile road-race of '85 in Canada, 
320-2 ; English annual, '77 to '85, 554, 532-3, 
538 ; Reference to Boston, 516. 

Hungarian tourists, 481, 551* 5S3> 79*. 

Ice velocipede of '69, 404. 

"Impressions**: Bermuda, 365. Gettys- 
burg, 385-6. Halifax, 292. Litchfield, 142. 
London, 406, 425, 448. Luray, 381-2. 
Mammoth Cave, 232, 381. New York 
Harbor, 99. Pemberton Square, 104. To- 
ronto, 318. Washington Square, 432-3. 

Incidents and Accidents (jr« special index, 
Ixxxiii.; also, " Humors of the Road " ). 

India, T. Stevens's 1400 mile ride through, 
in the summer of '86, 571-2. 

Indiana: League membership, 617-18. Road- 
book, 625. Road-reports from 5 counties, 
235. Subscribers, 785-6. Tours, 479, 486-8. 
5T9. IVheelmtiC s Record^ Tx:\\\. 

Indian chief's longing. The, 295, 731. 

India-rubber cloth for luggage-roll, 32 ; cups 



and poaches, i8, 57 ; drinking-tubes, 33 ; 
oyersboes, a i ; soles unsuited for touring, 

Institutions, Minor Cycung, 633-52, x. 

Inventions and patents, 520, 526, 550. 

Ireland and the Irish: Author in Amer- 
ica, 674. Bull-dog fanciers, 406, 409. " C. 
T. C. hotels " denounced, 640. Dublra and 
Killamey," Faed's " trips to, xcv. Journal- 
ism, 654, 695. Maps, 682-3. Members 
of C. T. C, 645.6, 688. Pamphlet of 
tour in England, 686. Racing governed by 
I.e. A., 653. Road-guides, 685. Soldiers 
in our civil war, 423. Straightaway ride, 
by W. M. Woodside, 499. Subscribers, 
733. Touring report, 545. Wheeling statis- 
tics of W. Bowles, 545. 

Islands, Index to, Ix. 

" Isl" inferior to " er" as a verbal ending, 
673-4, 669, 800. 

Italy: Banhol's (H.) tour, 553. Bolton's 
(A. M.) tour, 549. Cycles at the Custom 
House, 600. Railroad rates, 599. Sub- 
scribers, 792, 798. Tricycling in, Pennells' 
book of, 530, 687. Wheel literature, 700. 

JaiMUi: Stevens's tour, 573. Subscriber, 

Jonmallsm of the Wheel, 654-700. Alpha- 
betical index to all cycling and sporting 
papers quoted or referred to in this book, 
Ixxii. American press of '86, 661-72. Argu- 
ment for free advertisement of it, 653-4, 
and by it, 718-9. Australian papers, -696, 
570. Belgian papers, 697. Bound volumes 
for libraries, 663-3, 691. Circulation, State- 
ments and opinions about, 654, 656, 659, 
661, 665, 669-70, 691, 693-4, 697, 707. 
" Consolidation," Fallacy concerning, 659, 
66S, 690. Dutch, 700. Editors, Sugges- 
tions to, 719. English press, Sketch of the, 
688-95, 650, 547.9 ; French, 698-9 ; German, 
697, 699; Hungarian, 697; Italian, 700; 
League policy unaffected by press clamor, 
6i8-30, 630. List of 33 Am. and Eng. jour- 
nals, Aug. I, '86, 654. Norwegian, 700. 
Official organs, 618-21, 650, 730. Personal 
abuse. Specimens of, 694-5. Postal regis- 
tration for second-class rates, 619.30, 667. 
" Reading-notices," Ineffectiveness of, 
708.9, 718. Rivalry between " Coventry 
ring " and " Wheeling crew," 690, 694-5, 
547.9. Spanish, 700. Sporting and out- 
side papers support cycling, 673, 695.6. 

Southern papers (U. S.), 670, 67a. Supple- 
mentary details. May i, 1S87, xciv. Swed- 
ish, 70a Touring reports less attractive 
than race reports, 716. Treatment of my 
subscription scheme, 704-9. Western papers 
(U. S.), 66o.i, 669, 671-3. Writers, pub- 
lishers and printers. Index to, Ixxiii. 

Journalism in general : Index to all non- 
cycling periodicals quoted as referred to in 
this book, Ixxvii. Injury of printed gossip 
in " society papers," 281. Inventiveness 
of local editors on the Down-East border, 
363-4. Lies told " for revenue only '* : 
against the nobility in England, — against 
the collegians in America, 396-7. Remark- 
able run by my white horse's ghost of '69, 
spurred by editorial scissors, from Maine 
to California, 397-8. Reminiscences of six 
years' Atlas-business, in holding up the 
IVorld^ 720.X. Suggestions to reviewers, 
viii. Tupperism and Greeleyism rebuked 
by Charles Astor Bristed, 737-8. 

Kentucky and its Mammoth Cavs, 
334-37, X"- (index, 590). 

Khorassan and Koordistan, T. Stevens's ad- 
ventures in, 481, 483, 570. 

Lakb Gborgb and thb Hudson, 179-98, xi. 

Lakes and Ponds, Index to, Ix. 

Lakin cyclometer prize for 1885 mileage, 537-8. 

Lallement at Ansonia, 139-41, 394. 

Lanterns, 18, 516, 518. 

Larrigan manufactory, 265. 

Last Word, The, 800. 

Lawyers as wheelmen, 503, 511, 533. 

Lbacub of American Whbblmbn, xviii., 
615.33 : Amateur Athlete as official organ, 
619, 667-8. "Amateur," Definition of, 634 ; 
racing men expelled by the, 629. Appoint- 
ment of officers, 632, 624. Bi. World as 
official organ, 618, 663, 665. Badge, 616, 
639. Bookmaster, 623, 627, 586. Bulletin^ 
Expenses and receipts of, 620, 661, Ixxxiv. 
California's certificate against League ho- 
tels, 609 ; road-book, 625. Chief Consuls, 
617, 622, 623. Committees, 622, 627. Con- 
suls, 634. "Creed" vs. C. T. C, 644. 
Defalcation of Secretary-Editor, Ixxxiv. 
Elections, 623, 626. English editors' at- 
tempt to discredit its " time," 547, 636. 
Executive Committee, 633.3, 637, Ixxxiv. 
Founded on my broken elbow, 34. Gov- 
ernmental reform, Pres. Bates on, '636. 
Hand-books, 635, 677. Hostility to C. T. 


C. encroachments, 644. Hotels, Policy 
denounced, 601 , 64 1 . Hotels, Appointment 
of, by chief consuls, 624, 609. Incorpora- 
tion proposed, 626. Life memberships, 624. 
New York Division, Election law and sta- 
tistics of, 626. Marshals, 623, 627. Meet- 
ings, 623. Membership, Committee on, 
622, 627 ; Geographical statistics of, 617-18 ; 
Mode of applying for, 624 ; Two arguments 
for, 621. Officers, Duties of, 621-24; Elec- 
tion of, 623, 626 ; Meetings of, 623 ; Names 
of, 626-28 ; Praise of, 618, 62 1. Offshoots : 
A. C. U. and C. W. A., 628, 633. " Organ- 
ship " in '84, Bids of various papers for, 619. 
Parades, *8o to *86, 615-18, 21, 225, 371. 
Political power, Pres. Bates on, 62 1. Presi- 
dency, Argument against " rotating " the, 
617. President, 616, 622-3, 627. " Pro- 
fessional," Definition of, 624. Publication 
of road-books, 625. Quorum, 622. Races 
at N. Y. and Boston, 616. Racing Board, 
623, 627, 629-30, 633. Racing men expelled 
for " amateurism," 629. Railroads class- 
ing bicycles as baggage, 594. Representa- 
tives, 617, 622-3. Rights and Privileges, 
Committee on, 621-2, 627. Road-books of 
State Divisions, 625, 677, 581-2, 584. "Rota- 
tion," Protest against official, 618-21. Rules 
and Regulations, Committee on, 622, 627. 
Salary of Secretary- Editor, 622 ; of Sec- 
Treas. N. Y. Div., 626. State Divisions, 

622, 625-6 ; officers in service Oct. 30, *86, 
627-8. Steamship routes on free li^t, 593. 
Subscribers to this book, Names of officers 
who are, 765-89. Touring Board, 623, 627. 
Transportation Committee, Appointment 
of, 622 ; names of, 627 ; effective work for 
r. r. concessions, 591 ; neglect of the water 
routes, 593. Treasurer, 617-19, 622, 627. 
Unimportant allusions, 94, 113, 119, 128, 
154, 176-8, 199, 224, 242, 281, 371, 372, 4S8, 
493. 504, 508, 510, 516-19, 523-6, 530, 603-8, 
665, 667-8, 670, 675, 693, 704-5, 715, 717, 
720, 765-89, 800. Washington parade, 371. 
Wheel as official organ, 619, 667. Vice- 
President, 616, 622, 623, 627. Votes con- 
trolled by, 615, 621. Voting for officers of, 

623, 626, Ixxxix. 

Lepal-Tender decision, Regret for the, 464. 

Legislation against Cycling : Attempts in 
Ohio, 621 ; in New Jersey, 588, 725. Com- 
mon law a defense, 584, 615, 680. Test 
case at Central Park, 93-5, 585, xc. 

Library of N. C. U. at London, 650. 

Litchfield as a typical village, 142. 

Loadstone Rock, Comparisons to, 354, 724. 

Log keeping by tourists, Books for, 676. 

London (w " England," " C. T, C." and 
" N. C. U.") : Books and papers of cycling, 
68 1-8. Characterization of by Cowper, 406 ; 
by Dr. Johnson, 426, 436. C. T. C. takes 
one-third its members from region of, 636. 
Dog show of 1872, 405. Halifax as a 
reminder of, 292. Journals of cycling, 
688-95, 654, 547-9. Maps, 6S1-2. Queen's 
progress through the mob, 441. Seclusion 
in. My, 405-6, 427, 471. " Secretary-Editor 
of C. T. C." rebuked for forgery and vulgar 
abuse, by Mr. Justice Wills, xcii. So- 
ciety journalist sent to jail, by Lord Cole- 
ridge, 280. Subscribers to this book, 791. 
" Views " inferior to those of N. Y., 99, 

Long - Distance Routes and Riders, 

473-501, xvi. 
Long Island and Staten Island, 150-58, 

xi. ; Road book and maps, 584, 625. 
Loquot, The incomparable, 365. 
Luggage-carriers, Lamson and Z. & S., 17, 

22. 45. 714. 

Luray Cavern, Praise of, 381-2. 

Macadam in the U. S., The first, 242 ; Primi- 
tive mode of applying it on the Shen- 
andoah pike, 345. 

Machines, Breakage and repairs of, 37-41, 487, 
492. 496. 498. Guides to, 550, 675, 683-7. 

Maine (index, 573), Touring party in, 255-81. 

"Maker's Amateurs": Expulsion of by 
L. A. W. and N. C. U., 629-30, 648-9. 
Classed as "promateurs" by A. C. U., 
632. Definition of, 632. 

Makes of bicycles and tricycles mentioned 
in this book. Indexes to, Ixxviii. 

Malaria cured by bicycling, 295, 308. 

Mammoth Cave of Kentucky, 231-2, 381-2. 

Manhattan Island, Geography of, 64 ; En- 
trance to, 84. (S"?* "New York City.") . 

Maps: Adirondacks, 187, 211. Berkshire 
Co., Ms., 112. Boston, 113. Brooklyn, 
99,584. Buffalo, 588. Canada, 331. Cats- 
kills, 187. County, 99, 112, 177, 187,682. 
Connecticut, 99, 112, 113, 148, 177, 293. 
England, 681-7. France, 682. Ireland, 682. 
Kentucky, 590. Lake George, 99. Lon- 
don, 681-2. Long Island, 99, 154, 584,625. 
Maine, 575. Massachusetts, 112-13, 176. 



Bit. Desert, 281. New Brunswick, 331. 
New England, 1 13, 33 1. New Hampshire, 
577. New Jersey, 100, 159, 176-7. New 
York City, xoo. Nova Scotia, 293. Ohio, 
625. Ontario, 331. Orange, 175, 584, 
588. Rhode Island, 581. Scotland, 68 1-3. 
Sprinsfield. 126, 254- State, 112. Suten 
Island, 99, 158, 625. Vermont, 578. Vir- 
ginia, 352. Westchester Co., 99, 100. 

ICaps PobUsbed by Adams, 100, 113, 149, 
177. 33 »» 35»-5' Barkraan, 584, 625. Beers, 
99, 126, 148^, 174-5. 177, 187, 577. Bradley, 
254. Bromley, 176. Collins, 683. Coltous, 
99. "3,«49. 158, i77f '87, 293, 331, 352, 
57S» 577, 579» 581, 590. Cupples, Up- 
ham & Co., 112-13. Ci]l, 683. Heaid, 
154. Jarrold & Co., 683. Johnson, 352. 
Knight & Leonard, 245. Letts, 681-2. 
Mason & Payne, ^1-2. Merrill, 198. 
Paul & Bro., 588. Philip & Son, 682-3. 
Smith, 176. Steiger, 100. Stoddard, 187, 
211. Taintor, 19S. Walker & Co., 1x3, 
126. Walling, 576. Watson, 154. 

HftWHSrhUBBtta (index, 579) : Road-reports, 
101-2S. General Bartlett's message, as the 
representative soldier of, 386. Algernon 
Sidney's motto variously interpreted, 386, 
466. Myself as a native of, 367, 372, 722. 

Mav Fourth, 1887 (verses), xcvi. 

Medals for long-distance riding, 553, 559, 562. 

Medical men's experience in wheeling, 510, 
522 ; testimony for, 62, 658. 

Memorial tributes to Gen. Bartlett and Maj. 
Winthrop, as typical Yankee heroes in the 
civil war, 386, 439. 

Mexico : Cycles at the custom house, 600 ; 
subscribers to this book, 790. 

Mileage statistics, Annual (American), 503-30 ; 
(Australasian), 562-9? (English), 531-58. 

Misprint of price ($1.50 for fa), 732, 734, 799. 

Mistresses and wives, 442-4. 

WmiTitaiTi Poaks and Kaages, Index to, 

Mt. Desert, Two days' wheeling on, 275^. 
Males' perversity, 9, 44, X99. ao8, 379- 
Music and songs for wheelmen, 679, 686, 693. 
My Autobiography, Index to, Ixxix. 
My bull-dog's life and adventures, 407-25. 
My prize essay (which didn't take the prize), 

" On thb Whbel," 1-14, 657-8, 702, iii. 
•• My Second Ten Thousand," Proposals for, 

716-7, 211, 5<"f 573. S90. 
My 234 Rides on " No. 234," 49-63, x. 


Nadal's (E. S.) impressions of social life in 
London and New York, 447-9. 

Names: Alphabetical lists of 1476 persons 
mentioned in the main text of this book, 
Ixv.-lxxi. ; of 3400 subscribers, 734-64, 794- 
6 ; of 3482 towns, Ixviii.-lxxviii. 
National CycliatB* Union" of England 
(N. 0. U.)f 646-651 : "Amateurism," X^efi- 
nition of, 638 ; financial dilemma produced 
by, 648 ; proposed abolition of, 649 ; vacil- 
lation in treatment of, 630, 649. " B. U.," 
as first named, 647. Championship meet- 
ings and gate-«noney, 649. Council of Dele- 
gates, 647. Danger-boards, 651. Exec- 
utive Committee in '86, 646 ; in '87, Ixxx. ; 
functions of, 64S ; logical criticisms of, by 
J. R. Hogg, 649; threatened libel-suits 
against, 630, 649. Financial gains in '85 
and losses in '86, 648. Libel suits, Danger 
of, 630, 649. Librarian's appeal for dona- 
tions, 650. Local Centers, officers of, in '84, 
646 ; finances of in '86, 648 ; functions of, 
648, 65J, Medals for record-breaking, 651. 
Membership, 647 ; Dissatisfaction of, 649. 

Mismanagement of '86 races, 648. " Ob- 
jects" officially defined, 647. Officers, Elec- 
tion of, 647 ; Names of, 646, xciii. Publi- 
cations, 650. Quorum, 647-8. Races of 
'86 mismanaged, 648. Racing-register pro- 
g posed, 649. Record-medals, 651. Refer- 
ence library, 650. Representation, Mode 
of, 647-8. Reserve-fund, 648-9. Review, 
The official quarteriy, 650. Roads, Efforts 
for improved, 647, 650. " T. A." and " T. 
U." absorbed, 647. Unimportant allusions, 
615, 686, 693, 695. Wheeling* s criticisms, 
629-30, 648-51, xciii. 

National Pike, The Old, 242-3. 

Natural Bridge and Luray Cavern, Sugges- 
tions for visitors to, 349-51, 382, 495. 

Negroes' amusement over bicycling, 272, 379; 
dread of the medicine-men, 43 1 ; neat ap- 
pearance at Bermuda, 364. 

New Brunswick: Larrigans at St. Ste- 
phen's, 265, 270. Our afternoon on Campo- 
bello, 270, 515. Tour to St. John, 274. 

New Hampshire (index, 575) : Tours among 
the White Mountains, 575-7. 

New Hayen : Bone-shaker days of 1869 at, 
391-405. East-Rock Park (verses), 136. 
Lallement at, 139, 394. Plan of, 132. 
Roads around, 132-3, 138, 149. Velociped- 
ing at, 391-405. {See " Yale College.") 




Persons named in this book, Index to 1476 
(exclusive of the 3400 subscribers named 
on pp. 734-99) » Ixv.-lxxi. 

Philadelphia: "Association for Advance- 
ment of Cycling," 5S9. Books and papers 
of cycling, 654, 660, 674. Riding routes, 
164. 377. 388-9. 495. 497. 499. S«a. 

Philosophical and Social (index, Ixxxi.). 

Photographing, Amateur, 260, 369, 371, 546. 

Pictures and sketches, 279, 475. 493. S34» 55^1 
556, 656-60, 662, 665-75, 683-93. 

-Poetrj and Verses {ju* " Quotations ") : 
iCneas to Dido, 305. After Beer, 15. 
Apostrophe to the Wheel, 346. Birthday 
Fantasie, A, 33. Boating at Bermuda, 
353-4, 367- BuU-Doggerel, 409, 4»«-". 
420,425. Carmen BelHcosum, 186. Carpe 
Diem, 473. Champion Bull-Dog, 409, 41 1. 
Cui Bono ? 309. Drink Hearty, 63. East 
Rock, 136. Gather the Roses while ye 
May, 473. Greeting to my Co-partners, 
xcvi. Holyoke Valley, 136. In the 
Yacht Kulinda, 353-4, 367. Kaaterskill 
Falls, 316. Last Word, The, 800. May 
Fourth, 1SS7, xcvi. Outside Dog in the 
Fight, The, 412. Pinaforic Chant, 800. 
Quashiboo, 444. Springt der Sam Patsch, 
2t6. Sursum Corda, 701. Touring Alone, 
34. Triolet to "Two-Thirty-Four," 49. 
Triumph, 304. Velocipede, 401. Wheeling 
La'^*. 309- Wheelocipede, 390. 

Political allusions, 309, 370, 386, 421-2, 443, 
450. 460, 464, 547. 585, 724. 726-7. 

" Politics" : as affected by wheelmen's votes, 
585, 615, 631 ; as contrasted to wheeling, 
309 ; as related to N. V. parks, 92, 585. 

Pope Mfg. Co. : Advertising pamphlets and 
calendars, 678-80. BL ^(9r/<e/ rupture, 664. 
Ccdnmbia bicycles and tricycles mentioned 
in this book (index, Ixxviii.), 24-63. Offices 
in four chief cities, 799. Portraits and 
iMQgraphies of its president, CoL A. A. 
Pope, 680; my estimate of his business- 
standing and ss^adty, 712, vi. Prizes for 
essays and pictures on wheeling, 657-8, 702. 
Support of my publication scheme, 703, 711- 
13, 799. IVAee/man, published by, 659-60. 

Paineats A mtrt'camts (tht Horse-driving Hog, 
who assumes the highways of this continent 
as his own private property), xo, 57, 596, 
615, 631 i road law for, 584, 680, 684-5. 

Portraits, Lists of wheelmen's, 675, 680, 
68S-6, 689, 691, 693. 

Portraits, The exchanging of, 380. 

Postage of C. T. C. GautU, 641 ; olL. A. 

IV. Bulletin^ 619-20. 
Potomac, Along thb, 338-45, xii. 
Preface (5000 words) iii.-viii. 
Price misprinted ("^i-So" for "I2"), 732, 

734. 799- 

Prince of Wales's visit to the room where 
this book was written, 469-71. 

Prize competitions. Literary, artistic, 657-8. 

"Professional," as defined by L. A. W., 
624, 633 ; A. C. U., 632 ; C. W. A., 635 ; 
N. C. U., 638. fJSee "Amateurism.") 

" Promateur," A. C. U. definition of, 632. 

Proverbs : 604, 680, 702, 722, 727 ; (Latin) 62, 
a8o, 444, 429, 459, 680. 

Pseudonyms, Request for, 718. 

Public Bolldings, Index to, Ixii. 

Publishers' reciprocation and corrections 
asked for, 718-9. ^ 

Quashiboo Bull (verses), 444. 

Queensland: Cycling, 652. Subscribers, 793. 

Quorum : L. A. W., 622 ; A. C. U., 631 ; 
C. T. C, 642 ; N. C. U., 647-8. 

Quotations: French vi., i, 24, 723, 727. 
German, 216. Greek, viii., 457, 718, 724. 
Italian, 640. Latin, iii., 62, 130, 280, 305, 
386, 429, 437, 444, 459, 466, 505, 680. 
Verses, vii., 34, 36, 136, 186-7, 216, 246, 266, 
304. 30s. 309. 323. 353-4, 367. 39», 4o», 406, 
409, 411, 412, 420, 425. 430. 444. 447, 459, 
465-6, 472, 505. 615, 701. 727-3»- 

Races : Australia, 559-67 ; England, 532-58 ; 
for 100 miles, 513; not known in bone- 
shaker days, 399; on the road, 127, 320-2 ; 
participants' allusions to, 509, 516, 523, 529, 
537 ; straightaway courses in Canada and 
Shenandoah Valley, 297, 590. 

Bacing, Government of in America, 622, 
627-30. Australia, 652 ; Canada, 633-6 ; 
England, 629-30; France, 628, 651; Ger- 
many, 651; Ireland, 652; New Zealand, 
652. Social insignificance of, v. Speed 
more desirable than social subtleties, 629, 
630. Statistics, American books of, 675, 
680. Trade promotion of, v., 716. 

Railroads {se« " Transportation Tax," 
591-600, X.; also index, Ixi.) : Cycling on 
the tracks of, 26, 73, 121, 128, 183, 190, 193, 
194, 197. 212, 237. Latest free list, xc. 
Tasmania, 563. New Zealand, 570. 

Rain, Riding in the, 363, 534. 
I Record-keeping, Blank books for, 676, xcr. 




RIghti and liabiliiin □[ »h«lineii. Legal 
Irulw. on the (AoKricai.), 5S4. «8a ; (En- 
glish), 6«4-i. 

Rinki ror velocipeding in iS«9, m-t, «x>-]. 

BlTsn and Talleyi, Indei u. lii. 

Bnad-booki: "American Bicyder," The, 
Ihc eiilicK. 6^4' Berk>hlrt County, Mg., 
7«h BoUon, HE, b%%, b-JJ. Calilomia, 
61s, Canada, jjo, 5j6, 67;. Cape Am, 
6s;. Conneclicul, 581, 677. Cam aitd 
condilioiuDCnukiug, 71;. C.T.C.,64i. 
687. Engbnd,63i-i. Ehh County, Mi., 
iia,6S5. 677. Glouce>ler, Mi., 6si. In- 
diana, 615. vKinlucky, 5^. 678. Long 
Island, ;S4, 61], 6;), 67E. Maiylanil, 589. 
Maisachiueiu, 5S1, 61;, 677-S, Michigan, 
6,7, New Jeraey, .77, 589. New York, 
liixii,, i84,6is,*78(iii). Ohio, 6is, 677, 
Penniylvania, 177. SS* Springfield (map), 
1)4. VennDnl, 579. WesUni Nen Vork, 

Road-reccrds, Log-bookA for, 676-7- Sugges- 
tions Cot keeping, 717. 

Soadi; Asia Minor. 481-a, .Bermuda, %K-7. 

57"-a- Japan, s 
641-4 . *1«, 6si. 

"AEriculiuial Beponi o( MassachuHlu," 
IOb-, " N. C. U." pimphlelB, 647. Legal 
bookt as 10 wheelmen'i rights on Ihe. ;S4, 
64;,63ii,6S4. Sign-boards le» needed than 
road-books, 644. Superiority of asphalt, 

S84, sss. 

BuMlat Dookolt 

H. Calbn' 

"9'. =W. Jo"-S, 3S7. !«S, iSo-J, 

QdtbsBeotch: Bootuoftoidi 
68.-6. C. T. C. Countil, 64J-6. 

K., Mileage suiltliceoE, 
ijS, 4int i°N- v., 67; i 

lal and FhilocntihlMl (i 

iinelyolCydisli," Evolutio 
le English ■T. U.,"64J. 

C. U." 

■. Haroerlon, 467-9. 
qrclen, 655,679, 686, 69). 
i.sionj to the. 386, 72,. 
Cyclittt' Union, 651. Re- 

nit,6|i. Biilhplaceot myself an 

nab of England profess to dou 
ing" lime." 547. Map* and gi 
154. Printing Company ami it! 
■nanufactnte this book, viii.. ; 
799. »'Arc/mm'i Giattle, 61 

Iquam and Taika, tndei id, 1: 



SteveiiB's (T.) Tour round &e World : 
San Francisco to Boston, 473-80; Liver- 
pool to Teheran, 480-3 ; Persia, Afghan- 
istan, India, China and Japan, 570-3. 

Stockings, Mileage statistics of, 21, 208, 729. 

Straightaway for Forty Days, 294-309, 

Straightaway courses for long-distance rac- 
ing, Best American, 397, 590. 

Straightaway day's rides of 100 m. (Ameri- 
can), 113-14, 121, 128, 138, iS4>3i>>3i4, 
319, 321-3, 378, 480, 493. 498* S»S ; (Austra- 
lasian) 559.67 ; (English) 534, 536, 547, 551, 

Strai;;htaway rides of 3 and 4 days, Longest 

American, 498. 
Straightaway stays in. saddle, 53, 122, 128, 

138, 148, 183, 202, 258, 313, 319, 343. 388, 

493. 499. 5»o. 5«4, 5»6, 522, 527, 530, 534, 

539. 540-1, 546, 559, 575. 
Subscribers, Thb Thrbb Thousand, 

734-64, xix. ; Allusions to, vi., vii., 64, 353, 

472, 484, 558, 569. 573. 70»-»o. 73a- Geo- 
graphical directory of, 765-94, (705). Sup- 
plementary list of latest 200, with " trade 
directory," 794-9. 

" Swells " not patrons of cycling, 695. 

Switzerland : Custom House rules, 599. 
Cycling Union, 650. C. T. C. Division, 
637. Englishmen's tour, 532, 542. Sub- 
scriber, 792. 

Tables of mileage, 509, 535, 540, 54s, 544. 


Tasmania: Cyclists* Union. 652. Excur- 
sionists' r. r. guide, 563. Road-racing and 
touring, 563-4. Subscribers, 794. 

Taylor's (G. J.) patent crank lever, 520. 

Tliames and its tributaries. The, 129, 68t. 

THOt;sAND Islands to Natural Bridgb, 

333-52. «ii. 
Tires, Excellent service of, 37-38, 47, 521, 538. 
Tool carrying, 18, 22. 
Tonmto, Impressions of, 318. 
Touring parties' reports, 183, 187, 192, 197, 

iqS, 215, 2x6, 218, 244, 245, 257-79, 3M-»5. 

3ao-5. 348. 377. 5oo. S©*. 5»8, 54*. 560, 580. 
Touring Soutes: Adirondacks, 211, 587. 

Australia, 564-6. Baltimore, 377, 589. 

Berkshire Hills, The, 121, i4a-3. 147-S. 

19^4, ao8, 5ft<f 700. Boston to Ports- 
I, loi-a; to Providence, 107; to 
103, no, 117, 128, 181, aoS. 

S88. California, 475-6, 489-94. 

CatskiUs, 187-9, 488, 49^. Conn. River, 
117-20, 179-84, 578-80. England, 539-41. 
553-8. Europe, 480, 522, 5451 SS«-3, 55»- 
Hudson River, 71-2, 75-82, 146-8, 169^72, 
187-98, 510, 582-3, 586-7. Ireland, 546. 
Kennebec Valley, 573-4. Lake-shore, 170, 
203-6, 30 r, 310. Long Island, 84, 86-92, 
150-4. Louisville, 232-7. Mohawk Valley, 
197, 199-202, 208. Mt. Desert, 275-9, 574< 
Newport, 108. New York to Boston, 73, 
103, no, 117, 122, 128, 13 1-9, 149, 179-81, 
246-54, 580-2 ; to Philadelphia, 82, 84, 158, 
167, 172, 389-90, 5S8-9. New Zealand, 567-9. 
Ontario (condensed from guide), 3r5-6, 
331-2. Orange and Newark triangle, 159-62, 
583, 5S8. Outline tours, 11-13, 296-301. 
Philadelphia, 388-90. Providence to Wor- 
cester, 109. St. Lawrence River, 325-30, 
V*^> 57S> St. Louis to Boston, 487-S, 525. 
St. Louis to Staunton, 485-6. San Fran- 
cisco to Boston, 475-80. Scotland, 553-7. 
Seashore, 90, 108, 132, 138-9, 150-8, 274, 
283. Shenandoah Valley, 204, 296, 344-51, 
382-4,388, 494, 590. Springfield, 1 15-128, 
579-80. Staten Island, 15^-S. Toronto to 
Kingston, 295-8, 301, 306, 318-25. Wash- 
ington, 376. Western New York (con- 
densed front guide), 221-3, 587. White 
Mtns., 575-7. Yosemite Valley, 491-2. 
TouriBta: Books of reports by, 489, 549, 
6731 683-7, 696. Clothes and equipments 
for, 16-22. Duty of demanding that wheels 
be classed as baggage by all s. s. agents> 

591. Freedom of choice as to scene of 
tour, where no extra-baggage tax is levied, 

592. Hotels, Special attentions and privi- 
leges needed at, 602-4, 614. Reports 
wanted from, 717. Toilet articles needed, 
17. Wishes disregarded by perfunctory ad- 
vocates of " League hotel policy," 601. 

Tours from '79 to '82, Outline of my personal, 

11-12, 26-33. 
Towns named in this book. Alphabetical list 

of 3482, with 84 1 8 references, xxxv.-lvii. 
Towns supplying 3200 subscribers to this 

book. Geographical list of 887, 765-94 ; 

index to, xx. 
Tow-path touring, 9, 44, 173, 180, 189, T90, 

192, 199-202, 207-8, 212, 239.42,244-5. 304-5. 

340, 34a-3. 378, 3S4. 479. 488. 
Trade Directory : Alphabetical list of ras 

subscribers at whose offices this book may 

be consulted, 796-7. Gec^aphical lis( of 


•ame, 79S-9. Significant omissions of the 
indifferent, 709. 

Trade in Cycles : Agent's guide for the, 679, 
685. Benefit received from circulation of 
Whttlman^ 659. Indifference to my book, 
712. Statistics of 1877, ^S^* 

Training, Books on, 674-5, 684-6. 

Transportation Tax, Thb, 591-600, x.; 
fees on N. Y. ferries and horse-cars, 86, 
96 ; touring, 221. Latest r.r.'s on free list, 
xci. Storage charge for wheels at English 
railway stations, 598 ; in N. Y., 86. 

Trieyoleit Index to makes of, Ixxix. 

"Tricycle Union" and "Tricycle Associa- 
tion,'' History of the defunct English, 647. 

Trieyolinf ! Books on, 684-7; Ladies' les- 
sons at Orange, 588. Long rides, 509. 
Mileage, 509, 511, 517, 523, 525-6, 530. 
Racing, 523. Tours in Australia, 562-6; 
England, 534, 543 1 554 ; France, 558, 600 ; 
Italy, 509, 600, 687. 

Triumph, defined by " H. H." (verses), 304. 

Uniform, Two essentials of a club-, 19 ; Price 
of C. W. A., 635 ; Profits of C. T. C , 541 ; 
Wanamaker's L. A. W., xc. 

Unions (Cycling) in Europe* and Australia, 

United Statei, Abbreviations of the, with 
index of chief references, Iviii. (Geo- 
graphical roll of the, from Maine to Cali- 
fornia, with alphabetical list of residences 
of subscribers to this book, 734, 765-89. 

Univbrsity Building, Thb, 426-72, xv.: 
Architecture described by several observers, 
428-34, 439. Business management, 457, 
461. Collegians' conduct, 428, 459, 466. 
Danger of fire, 460. Defects as a lodging- 
house, 456. Eminent residents, 431, 434, 
464-S, 470. Historical statistics, 433-5> 437-S. 
Janitor, 438, 443, 456-80, 461-2. Lack of 
camaraderity 462. Pictures, 430, 434. 
Prince uf Wales's visit in i860, 469-72. 
Sedusion of tenants, 438-9, 454-6, 463-4. 
Servants, 456-8. Women residents and 
visitors, 441-4. 

Yalleyi and Kiven, Index to, lix. 

Vandalism and vanity in Mammoth Cave, 381. 

Velodpeding in 1869, 390-406. 

Velveteen, Excellences of , 19, 21. 

Veterans, Statistics from thb, 502-30, 

Victoria: Cyclists' Union, 652. Journals, 
695-^1 558. Road races, 559-62. Subscrib- 
ers, 558, 706, 793-4. Touring, 560-3, 565. 

Virginia (index, 590), University, 350, 435. 

Washington City (index, 590. IvL). 

Waahing:ton Square (index, Ixi.): as it 
appeared in 1835, i860 and 1878, 432-3 ; as 
a camp in the desert, 455 ; as scene of 
elbow-breaking, 24; as the real center of 
the world, 64-65 ; my proposed battle-field 
for the beer, 16; its Philadelphian name- 
Mke, 494, 497. 

WaterfallB, Index to, Ixi. 

Weather, Pointers as to, 209, 221, 256, 297- 
300 ; Summary of weather changes in my 
1400 m. ride, 297-300. 

Whitb Flannel and Nickel Platb, 
16-22, ix. 

Wind as a factor in riding, 253, 263, 290, 
»97-9f 3«3»3a6, 556, 57a 

Winter Wheeling, 246-54, 491, xii. 

Winthrop (Maj. T.) as a typical hero of the 
civil war. Tribute to, 439. 

Women {set special index, Ixxxiii.). 

Xenophon's fame as a standard, viii. 

Yacht Kulinda, In the (verses), 353-4, 367. 

Yachting in the Paleocrystic Sea (verses), 23. 

Yachtings by wheelmen, 504, 532. 

Yale College : Advent of the bone-«haker 
in 1869, 391-5. Bicyde races, 660. Boat- 
race management at New London, 131. 
Books about, 133, 405, 466, 711, 722. Build- 
ings in 1830, 434-5. Class biographies, 732. 
Class of 1837, 464. Directory of New 
York Graduates, 464. President Dwight 
on the Connecticut Valley roads in 1803, 
127. Graduates alluded to, 25, 113, 140, 
304, 424f 439i 447» 464. 494, 657, 727, 728, 
732. Graduates as tenants of the Univer- 
sity Building, 465-6. Harvard's rivalry, 25, 
256. Libraries on sub.-Iist, 770. Veloci* 
peding in 18 19 and 1869, 39S-402. Utopian 
ideal, 465. 

Yankee, Types of the, 36, 386, 439, 722. 

Zmertych's (I.) tour, London to Pesth, 551. 

Comparing the 675,000 words in this book with the 220,000 in my " Four Years at Yale " 
(728 pp., $2.50), I see that the price, at same rate, would be $7.50 ; while, at rates of T. Stevens's 
book (547 pp. of 230,000 words, $4), or " Gen. Grant's Memoirs " (1232 pp. of 300,500 words, 
$7), the price would be $11-75, °^ t^h* '^^ V*9I^ o^ ^^J single chapter will be mailed for as c 



In the followiiig list of towns named in this book, those which the '* U. S. 06Bdal Postal 
Guide " designates as money-order offices are put in full-faced type ; and the star (*) marks such 
as are county-seats. Towns outside the United States have their countries given in italics. 
A nonieral higher than 764, shows that one or more subscribers to the book are catalogued on the 
sprofi«»d page ; and the numben 609, 6to refer always to the names of subscribing hotels. 

Abbotsboro, Pa., 388. Abbottstown, Pa., 
3861. Aberdeen, Md., 497. Aberdeen, ^Va/., 
555. 599. 64s. 79a- Abington, En^., 536. 
Abington, Md., 497. AbixigtOXl, Ms., 766. 
Academy, Pa., 609, 778. Adams, Ms., 193, 
700. Adams Cetiter, N. Y., 344-5- Ad- 
amstown. Pa., 387. Addlson, N. Y., ai8. 
*Adel, la., 787. Adelaide, Oni.t 332. Ad- 
elaide, S. A$u.t 560-5. Adelong Crossing, 
AT. S. »^., 565. •Adliao, Mich., 785. Ad- 
rianople, 7Wr., 482. Agawam, Ms., 123, 
128, 146, 179, 180-1, 251, 580. Agra, Iful., 
572. Ailsa Craig, Out., 332. Airolo, //., 
552. *Akroil, O., 501, 595, 609, 784. Ak- 
ron, Pa., 387. Alabama, N. Y., 222; Al- 
amoochy, N. J., 163. ^Albany, N. Y., n, 

a9f 3*. 5»» 75. 7*. 85. '54, 187, 190-s, i97-«. 
ao9, 221, 378, 471. 479, 487-8, 50*, 507, 5«3, 
5*3-4, 593-4, 597, 604, 656, 770. *Albia, la., 
501, 787. *Albion, III., 485- ^Albion, Ind., 
785. *A11iloiif N. Y., 217, 222, 488. AI- 
bory, AT. S. IV. t 564-5. Alconbury, Enf^.^ 
540-1, 553. Alden, N. Y., 208, 2x5, 222. Al- 
deninlle, Pa.,339. Aldie, Va., 348. Alexan- 
r, N.Y., 222. Alexandria, Ky., 590. 'Al- 
Va., 373, 376, 465. Alexandria 
r. N. Y., 333-4. Alfred, Oni., 328. Ali- 
abad, /Vr., 571. Allahabad, /lu/., 572. Al- 
legany, N. Y., 223. Allegheny City, Pa., 
77& Allendale, N. J., 169. Allenford, OhL^ 
316. Allentown,N. Y.,22o. •Allentown, 
Pi»-i 339, 387, 778. Alliance, O., 594. Al- 
liston, Omi.f 316. Allowaystown, N. J., sai. 
ADstoo, Ms., 766. Almond, N. Y., 217^ 
st8, 323. Alpine, N. J., 81, 586. Alten- 
bons, Aust.f 48r. Altnamain, En^-t 536. 
Alt Getting, Gtr., 481. Alton, ID., 501, 594. 
Alton Bay, N. H., 577. Altoona, la., 479* 
Attoona, Pa., 496, 530, 609, 778. Alvarado, 
C^., 493. Alvinston, (7i>/.,332. Amenta, 
N.Y., t43, T46-7, 188. Amesbnry, Ms., 102, 
766. Amhent, Ms., 113, 114, 120, 142, 186, 
P3t 579* 766. Amherst, N. S.f 289, 790. 
Amity, Or., 788. Amityville (L. I.), N. Y., 
I9M, 584« AmocTille, Pa., 379. Am- 
sterdam, /Ml, 545. Amsterdam, N. Y., 

197, 200, 20S, sx6w Ampthill, Eng-.f 553. 
Ancaster, Oni., 314. Ancona, //., 552. An- 
doYor, Ms., ti2, 208, 223, 579, 766. *An- 
geliea, N. Y., 217. Angola, N. Y., 479. 
Angora, Tur., 481-2, 792. Anita Springs, 
Ky., 236. Annapolis, N. S., 282, 284-5, 609, 
790. *Ann Arbor, Mich., 501, 595, 609, 
628, 785. Annisquam, Ms., 512. Ann- 
▼ille. Pa., 343. Ansonia, Ct., 139, 140, 14a, 
769. Antietam, Md., 352, 384. Antigonish, 
A^. S., 289, 790. Antwerp, Btl., 532, 545, 
599. Antwerp, N. Y., 334. Apalachin, 
N. Y., 2t8. Appleton City, Mo., 787. 
^Appomattox, Va., 346. Ararat, yic/., 560- 
2, 566, 696. Arcadia, Mo., 528. Areola, N. 
J., 165-6, 169. Ardmore, Pa., 389, 609, 778. 
Argyle, -AT. S., 293. •Argyle, N. Y., 193. 
Arkona, Ont., 332. Arkport, N. Y., 22a. 
Arkwright, Ont., 3x6. Arlington, Minn., 

787. Arlon, Bel, 545. Armada, Mich., 
785. Amheim, Be/., 545. Amprior, Oni., 327. 
Arran, Oni., 315. Arthur, Oh/., 316. Arva, 
Ont., 312. •Asheville, N. C, 500. Ash- 
ford, Eftg'., 790. Ashford, N. Y., 75, 79, 80. 
Ashland, Ky., 590, 783. Ashland, Ms., 
III. Ashland, N. H., 577. •Ashland, O., 
784. Ashland, Pa., 778. Ashland, Va., 
351. Ashmore, III., 489, 786. Ashtabula* 
O., 12, 28, 31, 50, 205, 479, 487, 488, 594. 
Ashton, R. I., 109. Ashton, Md., 373, 376, 
497. Ashton-under-Tyne, Eng., 645. Ash- 
uelot, N. H., 579. Ashville, N. Y., 587. 
Asterabad, Rm., 571. Astoria (L. I.), VC. 
Y., 28, 32, 97, 98. 153, 584. *Astoria, Or., 

788. 'Atchison, Kan., 594. Athol, Ms., 
488, 579. Athole, Scot., 556. Athens, 
N. Y., 770. Atherton, Ont., 332. Atkin- 
son, 111., 479- •Atlanta, Ga., 352, 594, 597- 
AtUoa, N. Y., 216, 222. •Anbnm, Gal., 
476. *Aubnm, Ind.,785. •AnbnmN.Y.; 
201,208,212, 770. Auckland, tf. Z., 566, 
567, 568, 794. Augsburg, Ger., 481. Au- 
gnsta, Ky., 590, 609, 783. •Augusta, Me., 
573, 574, 597, 609, 765. Auma, Ger., 552. 
•Austin, Tex., 783. Anrora, III., 609, 786. 
Aurora, N. Y., 215. Aurora, Otd., 316. 


Auaablo Chasm, N. Y., an. Auxy-le- 
Chateau, />., 558. A venal, VicL^ 565. 
ArenUalc, Vict., 565. Avon, Ct., 145. 
Avon, N. Y., 223. Avondalc, N. J., z66, 
167, 169, 5S3. Avondale, O., 784. Avon 
Springs, N. Y., 30, 213, 218. Ayer Junction, 
Ms., 128. Aylmcr, Oni., 315, 319, 327, 331, 
13a* 634. Ayr, Oni.^ 317. Ayr, Scot.^ 686. 
Babylon (L. I.), N. Y., 150, 152-4. Bad- 
deck, N. S., 2S9. Baden, Oni., 316-7. Bad 
Lands, Wyo. , 477. Bainbridge, N. Y. , 49S. 
Baku, Jius.f 571. Balcony Falls, Va., 347, 
35a Baldock, £»£"., 540. Baldwin, 111., 528. 
Baldwin, N. Y., xS6. Bale, Swiix,, 599. 
Ballarat, yici., 559, 560-2, 793. Ballardsville, 
Ky. , 236. *Ballston, N. Y. , 197, 208. Bal- 
timoie, Md., 29, 3x, 238, 241-4, 349, 373, 

J76-7» 390> 437f 436-7, 497, SU, S^Si 575. S^S, 
589, 592-4, 609, 627-8, 643, 652, 78 1. Bangor, 
^V,645- ^Bangor, Me., 278-9, 397, 515, 
5*3. 574, 59a. 66x, 765. Barbonrsville, W. 
Va., 351. *Bardstown, Ky., 229, 230, 234, 
a37. 5*7, 609, 783- Bar Harbor, Me., 274, 
>78, 279, 515, 574. Barkhamsted, Ct., 144. 
Bar-le-Duc, />., 480. Barnes ville. Pa., 245. 
Bamet, ^aj^', 539, 540, 54i* Barr, Col., 501. 
Bane, Vt., 578, 766. Barrie, Oni., 316. 
Barrington, A^. ^.,288. Barryfield, OfU., 325. 
Barrytown, N. Y., 510. Bartlett, N. H., 
576-7. Bartleyville, N. J., 164. Barton, N. 
Y., 319. Bartow, N. Y., 31. Bartville, III., 
479^ Basle, Stuitz., 532, 545, 552. Batainttz, 
Sia»,t 481. ^Batavia, N. Y., 208, 215, 217, 
22a, 487, 501, 770. Bath, £n^., 4, 532, 538, 
544, 55 «• 554. 567, 645, 79o- •Bath, Me., 577. 
Bath, N. H., 578. Bath, Otti., 325. Battle 
Creek, Mich., 785. Battle Mountain, 
Nev., 476. •Bay City, Mich., 785. Bay- 
field, Otti., 3>3» 3Mi 33a- Bayonne, N. J., 
158. Bay Ridge (L. I.), N. Y., 90, 583. Bay 
Shore (L. I.), N. Y., 152. Bay Side (L. I.), 
N. Y., 150. Bealton, Otti., 332. Beamsville, 
Oftt.t 315. Beard, Ky., 236. Bear Wallow, 
Ky., 230. Beaver Falls, Pa., 514-5, 778. 
Beaufort, Vicf.t 560. Beaumont, 0«/., 33a 
Becclea, Eng"., 539. Becket, Ms., xai, 193. 
Bedford, Enj^., 532, 540, 541, 557,645. Bed- 
ford, M S., 2S7. ^Bedford, Pa., 496, 530, 
6o9b 77S. Bedfordshire, £'^., 532. Bedford 
Springs, Pa., 244, 496. Beech Cliff, Pa., 
778. Beeston, £fi£^., 790. Beeston Castle, 
Effgr-t 536. Bei Basaar, 7wr., 482. •Bel 
Air, Md., 344, 379, 377. Bela Palanka, 7»r., 

481. Belchertown, Ms., 1x3, 144, 579. Bel- 
fast, /re., 499, 645. 'Belfast, Me., 574, 765. 
Belfast, N. Y., 2x7, 223. Belfort, />., 59^ 
Belgrade, Serv., 4S1. Belgrave, OnL, 333. 
Belhaven, Oftt., 316. Belief ontaine. Mo., 
525. 'Belief ontaine, O., 501. Belleville, 
N. J. , 84, 166. Belleville, Oni. , 297, 3 x 7, 3 19, 
320, 32X, 322, 324, 3*5. 327, 33i, 635. 789- 
BellevTie, O. , 4 79. Bellows Falls, Vt. , n, 
29, 31, X18, 119, x8i, 183, 1S4, 578, 766. Bell- 
port (L. I.), N. Y., X50, 153. Bell's Comers, 
Oni., 327. Bellville, O., 784. Belmont, 
Cal., 493. Belmont, Mc, 574. 'Belmont, 
N. Y. , 223. Belmont, Pa. , 339, 389. Beloit, 
Wis.,7S7. Belone, Kan.,4S5. 'Belvidere, 
111., 786. Bemis Heights, N. Y., x86, 190. 
Benalla, Vict., 565. Benares, Ind., 57a. 
Benklcroan, Neb., 501. Bennettsville, Ind., 
235. 'Bennington, Vt., x86, X9x, X93, 594, 
627,766. Beowawe, Nev., 477. Berea,0., 
784. Bergen, Den., 599. Bergen, N. Y., 
215, 222. Bergen Point, N. J., 84,156, 158. 
168,169,583. Bergerae, />.,558. 'BerliLe* 
ley Springs, W. Va., 496. Berkhamsted, 
Efig- > 473. 480. Berkshire, Ms., X93. Berlin, 
Ct., 128, 136, 137, X38, 149, X91, 581. Berlin, 
Ger., 426, 552, 646, 651, 697, 793. Berlin, 
Oni., 316, 317. Bemardston, Ms., 31, 38, 
X19, 182, 576(723). Berne, Svuifg., 545. Bem- 
villc, Ind., 485. 'BerryviUe, Va., 244, 383, 
384.497.78a- Berthier, ^«/.,33o. Berwick, 
JV. S., 285, 293. Berwick, Pa., 497, 778^ 
Berwyn, Pa., 389. Besan^on, Fr., 545. 
Bethany, Ct., 582. Bethel, Me., 576-7. 
Bethel, Vt., 578. Bethlehem, N. H., 577. 
Bethlehem, Pa., 387, 389, 778. Bethune- 
ville, N. Y., 2x1. Beverly, Ms., 655,677, 
766. Beverly, N. J., X73, 522, 776. Bic, 
Qtte., 329, 330. Biddeford, Me., 575, 627. 
Biggleswade, Eng-., 540-1, 557-8, 645. Billa- 
bong, U. S. IV., 564-5. Billerica, Ms., 113. 
Bingham, Me., 573-4. 'Binghamton, N. 
Y., 21, 28, 3x, 206, 2x8, 219, 302, 308. 
337, 338, 340, 50«, 627, 770. Birchton, Oni., 
327. Bird-in-Uand, Pa., 378. Birdshaw, 
Pa., 484. Birjand, Per., 571. •Btrmiag^ 
ham, Ala. , 783. Birmingham, Ct., 139, X40, 
X42, 769. Birmingham, Eng., 480, 532, 539, 
546, 554, 64a, 645, 646, 647, 684, 688, 695, 790. 
Birr, Oni., 313. Bishop's Gate, Oni,, 333. 
Bishop Stortford, Eng., 541. Bitter Crock, 
Wyo., 477. Blackheath, ^Ji^.,686. Black 
Biver, N. Y., 594. Black Rook, N. Y., sa. 



ao3. Bladensbarg, Md., 944, 376. Blair 
Athole, .Sctf/., 536. Blairstown, N. J., 163, 
aoj. BlairaYille, Pa., 496. Blakeley, Pa., 
341. Blandford, Ms., 121, 208. Blanshard, 
Ont.t 332. Blaabeuren, Cer.y 481. Blawen- 
burg, N. J., 172, 377. Bloomfleld, Ky., 
237. Bloomfield, N. J., 38, 56, 158, 159, 
162,776. BIoomingdale,N. J.,170. *Bloom- 
ingion, in., 501, 529, 595-6, 786. Bloirtiurg, 
Pa., 778. Blue Bonneta, Ont.^ 328. Bhxe 
Canyon, Cal., 476. Blue Lick Spring, Ky., 
233. Blue Stores, N. Y., 192, 196. Blythe, 
Ok/., 332. BoardvUle, N. J., 170. Bodmin, 
-ff«!r-. 536. Bogalong, N. S. IV., 561. 
•Boise City, Id., 609, 788. Bokhara, Rut., 
570. Bolac, Fa:/., 561. Bold Bridge, J^'n^., 
5S7. Bologna, //., 552. Bolton, N. Y., 186. 
Bonar, Eng., 536. Bonn, Ger., 697. Book- 
lam, N. S. ly., 565. Boonsboro, Md., 242, 
349- Boontoii, N. J., 84. •Boonvilto, 
Mo., 787. \BoonTille, N. Y., 201. Bor- 
deaux, Fr.f 552, 599, 699. Bordentown, N. 
J., 323, 522, 609, 776. Bordentown, S.Aus., 
561. Borough Bridge, Eng., 554. Borriso- 
leigh, /nr., 546. Boscawen, N. H., 577. 
Boaton, Ind., 485. 'Boston, Ms., 2, 4, 12, 
a«. a5-9. 3>. 33 » 3^, 48, 51, 58, 85, 94, 101- 
xy, 126-8, 133, 138, 151, 181-3, 204, 208, 249, 
358-^, 276, 279, 282, 288-9, 29a-3t 3*0-*. 3a4» 
356, 366-7, 370-2, 376* 378, 384. 386, 388, 427, 
43«» 446, 468-71, 473-5» 470-80, 485, 487-9. 49a. 
499. 5»> 503-5» S07-8, 5»«-«4t 5«6-i8, 522-6, 
55a. 57»» 573-4i 577» 579-8o, 582, 584, 587, 
59»-4. 597. 600, 602, 607, 609, 615-17, 625-7, 
631, ^3-4, 646, 653, 655-8, 662, 664, 668, 
673-4. 676-7, 680, 687, 703, 705, 707-8, 711, 712, 
7>3, 766. Boston, Ont., 332. Boston Cor- 
ners, N. Y., 18S. Bound Brook, N. J., 167, 
»7«» 377. 776. Bowmansville, Oni., 319, 
335. Bowmansville, N. Y., 217. Bowna, 
M S. W., 565. Bowning, N. S. H^., 566. 
Boocherville, Of^., 328. Boulogne, France, 
599. •Bosemaa, Mon., 788. Bnusevilte, 
111., 786. Bnddoek, Pa., 485. Bradford, 
Eng., 517, 545. 644-5. 790- Bradford, Vt., 
578. Brady Island, Neb., 478. Brampton, 
Omi.f 319. Branchville, Ct., 138. Branch- 
vtlle, N. J., 164, 510. Brandon, Vt., 579. 
Branford, Ct., 30, T32-3, 149, 511, 769. Brant- 
ford, Ont., 314, 317, 331. 33>. 634- Brattle- 
boro, Vt., »f, 29, 33, 51, 119, 182, 191, 579, 
609, 766. ^Bnoil, Ind., 486. Bread Loaf 
(Ion), Vt., 578. Bremen, G«r., 59a. Brent- 

wood, Cal., 50a Brealaa, Oni., 316, 317. 
Brewerton, N. Y., 335. Brewster, N. Y., 188. 
Brick Church, Md., 373. Brick Ohnroh, N. 
J., 776. Bride«tow,^«^.,536. Bridgehamp- 
ton (L. I.), N. Y., 155. Bridgeworth, Eng., 
536, 554. •Bridgeport, Ct., 30, 51, 133-4, 
138, 158, 237, 248, 249, 485, 49if 500, 769. 
Bridgeton, Me., 574, 577. Bridgetown, N. 
S., 284-S. Bridgewater, Eng., 536, 555-6. 
Bridgewater, Ms., 767. Bridport, Eng., 

646. Brighton, Eftg., 480, 533, 547, 598, 646. 

647, 682. Brighton, Ms., 29, 31, 107, 109, 
111, 113, 114. Brighton, N. Y., 770. Bright- 
on, Ofti., 319, 320, 321, 325, 789. Bright- 
wood, D. C, 349, 376, 497. Brightwood, 
Ms., 767. Brimfiekl, Ms., 129. Brisbane, 
QnttnsL, 652, 793. Bristol, Ct., 58a, 769. 
Bristol, Eng., 536, 545, 5So-i, SS6, 64a, 646, 
647.790. Bristol, Pa., 164, 173.778. •Bris- 
tol, R. I., 107, ro8, 142, 581. Bristol Arms, 
Ont., 319. Brookport, N. Y., 217, aaa. 
Brockton, Ms., 106, 109, iia, 516, 767. 
Brooton, N. Y. , 587. Brockville, Oni. , 326-7, 
333. Brodheadsvilie, Pa., 341. Bromley, 
Eng., 790. Bronico, //., 552. Brookfleld, 
Ms., 104, 114. Brook Haven (L. I.), N. Y., 
150,153. Brooklino, Ms.,609. Brooklyn, 
la., 479- ^Brooklyn, N. Y., 27, 32, 33, 57, 
85-9». 97. 99. >oo, 111, 148, 153, 155, 346, 
a5«» 5*4. 583-6, 62$, 628, 655, 678, 770. 
Brookville, Md., 376. BrookviUs, Pa., 
778. Brown*s Gap, Va., 348. Brownsboro, 
Ind., 236. Brownsboro, Tex., 783. Browna- 
ville, Md. , 245. Brownsvills, Pa., 496, 609, 
778. Brucefield, Ont., 313. Brush, Col., 
501. Brushville, N. Y., 2x4. Bnimfield, 
Ky., 228, 234. Brunswick, Me., 765. 
Brunswick, Oer., 687. Brussels, Bei., 645, 
651, 699. Bryn Mawr, Pa., 389-90. 495- 
Buangor, Viei., 560. Buckden, Eng., 541. 
Buckhorn, Ont., 332. Buckingham, Eng., 
539. Buckland, Va.,375. Bncksport, Me., 
278, 574. Buckaville, Pa., 497. •Bucyms, 
O., 488, 784. Budapest, Hung., 481, 551, 
792. Buelville, N. Y., 336. Buffalo, Ky., 
230. •Buffalo, N. Y.,9, la, 28, 50, 52, X78, 
198, 203.6, 208, 214-17, 221-3, 3»S» 3<7. S». 
3a«. 475. 479-80, 487-8, 501, 5*4. 573. 587- 
8, 594, 609, 617, 620, 627, 771. Buffalo 
Gap, Va., 486. Bull Run, Va., 375. Bunder 
Guz, y?«tt., 571. Bungay, Eng., 539. Bunin> 
yong, Viet. J 559, 563. Bunker Hill, Ms., 
386. Booker Hill, Va., 348) 388. Bureau, 


in., 489. Burford, CTm/., 317. Bai^Koyne, 
Onl.^ 315-16. Burke» N. Y., 771. •Bnrlhig- 
ton, la. , 485-6, 787. Burlington, N . J. , 390, 
saa. •Burlington, Vt, 578, 594-5, 766. 
Burntisland, Scot.^ 536. Bury, Eng.^ 790. 
Bury St. Edmunds, Eng., 645, 79a Bush- 
kill, Pa., ao7, a99, 34i, 497- BuBhnell, 
111., 485-6. Butte, Moot., 788. Byron Center, 

N. Y.,215. 

Cabin John Bridge, D. C, 376, 497. Ca- 
couna, OtU.y 339-30. Cahir, /rr., 546. 
•Cairo, III., 595. Calais, />., 558, 599. 
•Calais, Me., a6a-8, 573, 609, 765. Calcutta, 
/km/., 57i-a. Caldwell, N. J., 58, i6i-a, 
609, 776. Caldwell, N. Y., 11, 39, 33, 186, 
191-a, ail, 510, 771. Caledonia, N. Y., 
ao8, aaa. Caledonia, Ont.^ 33a. Caledonia 
Springs, OtU.t 337^8. Caliatoga, Cal., 49a 
Callan, /rv., 79a. Calttmet, Mich., 785. 
Camac (L. I.), N. Y., 158. Cambridge, 
^ng., 533, 539, 541, 544, 557» 646, 790. •Cam- 
bridge, Ms., a9, 51, loi, 103, 113, 4oa-3, 
43 5» 485, 5«7f 637, 657, 767. Cambridge, 
N. Y., 193. Cambridge, O., 345. Cam- 
bridgeport, Ms., 516, 517, 767. 'Camden, 
N. J., 173, a 18, 389-90, 531-3, 776. Camden, 
N. S. IV., 565-6. Cameron, N. Y., 318. 
Camillus, N. Y., 308, aia. Camipbellsburg, 
Ind., 336. Campbellton, Ofti., 339. Camp- 
belltown, //. S. IV., 565. Campbelltown, 
Tas., 564. Camperdown, K«r/., 559-60. 
Campobello, AT. B., 370, 379. Campton Vil- 
lage, N. H., 577. Canaan Four Comers, 
N. Y., 148. Canaian, Ct., 700. Canaan, 
N. Y., X97. •Canandaigua, N. Y., 38, 
30» 3«, 33, 58, 30I-3, ao8, aia, 313, 397, 479, 
488, 773. CanaJoharie» N. Y., 30a Can- 
astOta, N. Y., 308, 336. Candleman's 
Ferry, Va., 383, 497. Caneadea, N. Y., 
314,317. Canisteo, N. Y., 317, 318. 
Canmer, Ky., 330. Canterbury, N. Y., 51a 
Canterbury, Eng., 530, 687. Canton, C4u., 
57a. Canton, Ct., 145. Canton, 111., 786U 
•Canton, O., 501, 595, 609, 784. Canton, 
Ms., 37. Canton, Pa., 499, 778. Cape 
Town, S.A/.^btfo. Capon Springs, W. Va. , 
495-7. Cap Rouge, ^MT., 330. Capua, //., 
55a. Caramut, Viet., 561. Carbon, Wyo., 
477* Carbondale, Pa., 340. Cardiff, Eng., 
^3, 79O' Caribridge, Seci., 556. Carlin, 
Ner., 477. Carlisle, Eng., 545, 554, 643, 

687. •Carliale, Pa., 45. 303, 344, 485. Car- 
tow, Out., 315. Carlsudt, N. J., 83-4, 

166-7,588. •Carmi, I1I.,786. Carpenter, Pa., 
778. Camavon, Eng., 790. •Carson, Nev , 
478. Carter, Wyo., 477, 48a Carrollton, 
N. Y., 333. Casey, la., 478. Cashd, /rv., 
546. Cassadaga, N. Y., 5S7. 77a. Cass- 
bura Comers, Ont., 338. Castile, N. Y., 
333. Castlemaine, Vict., 560-1. Castle- 
martyr, Irt., 546, 79a. Castleton, N. Y., 
148, 190, 197. Castleton, Vt., 184. Ca»> 
tres, Fr., 55a. Castroyille, Cal., 490. 
Catford Hill, Eng., 790. Cathcart, OtU., 
317. •Catlettsburg, Ky., 486, 590. Ca- 
tonsTille, Md., 373. •CaUkill, N. Y., 
187-8, 191, 198. Cattaraugus, N. Y., 333. 
Catterick, Eng., 545. Cauheme, Rtmm,, 
481. Cave City, Ky., 31, a3i-3, 334, 597, 
609, 783. Cawnpore, Ind., 57a. Cazton, 
Eng., 540-1. Cayuga, N. Y., 33, ao8. Caa»- 
noyia, N. Y., 43, 319, 396, 398, 30a, 336, 
609, 77a. Cedar Grove, N. J., 166. Cedar 
Bapids, la., 594. Center Harbor, N. H., 
576. Centerport (L. I.), N. Y., 151. Cen- 
tertown. Mo., 485. Centerville, Cal., 493, 
Centerville, Ct., 135, 138, 149, 349, 581. 
Centerville, Ky., a33. Centerville, N. J., 
164. Centerville, N. Y., 335, 497. Center- 
ville, Va., 374. Central City, Neb., 478, 
489. Central Square, N. Y., 335. Chadd's 
Ford, Pa., 388, 39a ChapliA, Ky., a37. 
•Chambersburg, Pa., 303, 344, 485, 495, 
497-8, 609, 778. Cbampaign, 111., 786. 
Chancellorsville, Va., 347, 35a. Chao-cfaoo- 
foo, Chi., 57a. Chappaqua, N. Y., 76. 
Charing Cross, £m^., 531. Charing Cross, 
Oni., 333. •Cbariton, la., 787. Charles- 
bour^g, Oni., 330. •Cbarleston, 111., 786. 
•Charleston, S. C, 355. •Charleston, 
W. Va., 351. Charlestown, Ind., a35. 
Charlestown, Ms., 767. Charlestown, 
N. H., 575-6. •Charlestown, W. Va., 
383-4. •Charlotte, N. C, 500, 78a. Char- 
lolle, N. Y., 333. Chariottetown, P. E. /., 
289-91, 593. •Charlottesville, Va., 348, 
350-1. Chartiers, Pa. , 594. Chateau Richer, 
Q^'^ 330. Chatham, Eng., 59S. Chatham, 
N. J., 163, 174, 776. Chatham, N. Y., 148, 
'97, 500, 609, 773. Chatham, Oni., 331-3. 
Chatsworth, Oni., 316. •Chattanooga, 
Tenn., 501, 783. Chautauqua, N. Y., aa3, 
587. •Cheboygan, Mich., 785. Chelms- 
ford, Eng., 645. Chelsea, Ms., 535, 530, 
663, 767. Chelsea, Out., 337. *Chelsea, 
Vt., 578. Chemnita, Q»r,, 553. Chemung, 



N. Y., a 18. Gienango Forks, N. Y., 336^ 
Cherbourg, Fr.^ 599. Choshire, Ct., 30, 31, 

48, 134-5. «3^. aSOf 58». <»9» 769- Chesh- 
ire, Eng.^ 645-6. Cheshire, Ms., 193. 
Chesterville, IB., 485. Chestnut Hill Reserw 
voir, Ms., 39, 114. Chester, Bng,^ 539. 
Chester, Ms., tax, 194. Chester, N. J., 
173. Chester, A^. S.^ a88, 393. Chester, 
N. Y., 340, 587. Chester, Pa., a44, 37*, 
377* 39o> 778. Chesterton, Ind., 479. 
CHieticarop, N. 5*., 389. ^Cheyenne, Wyo., 
475» 478. 489* 609, 6a8, 788. •Chicago, 111., 
a, »«. 30. 3'»33.38, 5o» 61, 113, aas, 225,331, 
a4at a4S» 296, 310, 313, 314, 3»7. 320-1, 334, 
4*6, 436, 474, 475. 478-80, 487-9, 499, 501, 
506, 508, 517-19, 523-4, 529. 574, 585, 594-6, 
598, 616, 637, 643, 655, 673, 677, 679, 683, 
711, 713, 786. Chichester, Eng.^ 694. 
Cfaicopee, Ms., 31, 38, 118, 133-6, x8i, 580, 
767. Chicopee Falls, Ms., 134-5, iBx, 767. 
ChDtem, Vict., 565. Chinese Camp, Cal., 
491. ChittenangO, N. Y., 336, 488. Chit- 
tenden, Ky., 325. Christchurch, N. Z., 
567-4^, 653, 696, 794. Christiania, Nor.^ 700. 
Churchville, N. Y., 3x5. Churchville, 
Md., 373. Cicero, N. Y., 335. 'Cincin- 
nati, O., 31-3. XX3, 333, 325-6, 334, 488, 
5o», 594, 595, 597, 678, 784. Cincinnatus, 
N. Y., 336-7, 773. Cimtaxninson, N. J., 
776. Cirencester, ^«^., 790. Clacton,^*^., 
559. Clandeboye, Ont., 3"-i3, 332- Clap- 
ton, Eng, , 534. Claremont. N. H. , 574, 579. 
ClarexK^, Eng.^ 544. Clarence, Ont.^ 327-8. 
Qarendon, Ont,^ 338. Clarendon, Ktc/., 
559. *Clarion, Pa., 778. Clark's Ferry, 
Pa., 496. Clark's Summit, Pa., 341. Clarks- 
ville. Md., 373, 376, 497. Clarksville, Mo., 
32a. Qashmore Inn, Scet.^ 536, 555. Clav- 
erack, N. Y., 197. Clay Center, Kan., 
485-6. ^Clearfield, Pa., 304, 530, 593, 609, 
778. dear Spring, Md., 343, 344. Clear- 
Tilk, Ont.f 3>o-i2, 314. Clearville, Pa., 496. 
Qemensport, N. S., 385. Clermont, N. Y., 
X96. •Cleveland, O., 315, 479. 487-8, 5«>, 
501, 536, 593, 594-5, 637, 643-5, 7*4- Cleve- 
bxid's Mill, Cal., 490. Clifton (S. I.), N. Y., 
377- Clifton Forge, Va., 350. Clinton, 
Ci., 133. Clinton, Ms., 138. Clinton, 
N. Y., 77a. Cnnton, Oni., 313, 3x5, 333. 
CGpper Gap, Cal., 476, 480. Qoster, N. J., 
fo. Coadxnan, Cal., 49 '• Cloverdale, 
Cal., 490- Olyda, It Y., 488. Clyde, 
y S., 393. Gov' Coates- 

ville, Pa., 388, 495. Coblentx, Ger.^ 545. 
Cobourg, Oni., 198, 304, 397,319-ai, S2hi»St 
523. Cochecton, N. Y., 570. Cockshutt, 
OfU., 333. Coffee Run, Pa., 344. Cohasset, 
Ms., XX3. Cohoes, N. Y., 191-3, 773. Co- 
lac, AT. S. fV.f 56X, 565. Colac, Krc/., 560-1, 
563. Colbome, Oni., 319, 335. Colchester, 
Eng., 54X, 647. Coldbrook, Ms., 579. 
Cold Spring, N. Y., 194, 197, 500. Cold 
Spring Harbor (L. I.), N. Y., 28, 5S4, 773. 
•Coldwater, Mich., 785. Colebrook, Ct., 
X44, 146. Coleraine, Ms., 579. Colesville, 
Md., 376, 497. Colfax, Cal., 476. Colfax, 
la., 479. College Hiil, O., 784. CoUinsby, 
Oni., 325. Collingswood, Oni., 3x6. Col- 
Unsville, Ct., 145. •Colorado Springs, 
Col., 788. Colosse, N. Y., 335. Columbia, 
N. J., 164. Columbia, Pa., 3x7, 378, 386, 
388-9, 486, 499, 609, 778. •Columbia, S. C, 

782. •Columbus, Ga., 782. •Columbus, 
Ind., 785. •Colimibus, Miss., 783. Co- 
lumbus, N. Y., 587. •Columbus, O., 345, 
487-8, 501, 595, 627, 784. Concord, Ms., 
X03, 1x2, 597, 767. •Concord, N. H., 576-7, 
766. Conewango, N. Y., 223. Coney Island, 
N. Y., 27. Conneaut, O., 479. Con- 
nellsville. Pa., 496. Conrad's Store, Va., 
348. Conroy, Ofit., 332. Conshohocken, 
Pa., 389. Constance, ^rcfiifs., 55a. Constan- 
tinople, Tttr., 474, 480-3, 553, 57t, 609, 79a. 
Conway, Ms., 767. Conway, N. H., 5x5, 
577. Conyngham, Pa., 498. Como, ftafy, 
468. Como, Oni., 338. Cook's Bay, Ottf., 
316. Coolatoo, yict., 560. Cookston, Oni., 
316. Cooksville, C7m/., 3X8-X9. Cooma, Cal., 
493. •Cooperstown, N. Y., 197, 3x5, 378. 
Cooperstown, Pa., 389. Copake Falls, 
N. v., x88. Copenhagen, Den,, 599, 645. 
Cordelia, Cal., 49X. Corinne, Utah, 477. 
•Corinth, Miss., 353. Cork, /fv., 546, 645. 
•Coming, "N. Y., 30, 3x6-19, 50X, 773. Cor- 
nish, N. H., 577. Cornwall, Ct., 143. 
Cornwall, N. Y., X71, 194, 197, 773. Cornwall, 
Oni.^ 327. Cornwall, Vt., 579. Cornwall 
Bridge, Ct., 510. ComwaU-on-Hudson, 
N. Y., 609, 772. •Corpus Christi, Tex., 

783. Corry, Pa., 587, 609, 778. •Cort- 
land, N. Y., 773. •Corydon, Ind., 335. 
Cote St. Antoine, Qw., 328. Cote St. Luke, 
Que., 328. Coteau du Lac, Qtte., 575. Cot- 
tage, N. Y., 223. •Council BlufHi, la., 
478, 489, 595. Court House Station (S. I.), 
N. Y., X55. Courtbtnd, On/., 33a. Covmi* 




tiy, Eng,, 480* 53a. 546, $5«» 554f 5S7, 654, 
6tt3, 688, 690, 693, 694-6, 790. *C0Villgt0ll, 
Ky., 30, 225, 35«f 59o» 678, 783. •Coving- 
tim, Va., 486. GooEsaokie, N. Y., 190. 
Coyote, Cal., 492. Craig's Meadows, Pa., 
341. Cranberry, O., 488. Crane's Flats, 
Cal., 491. Crane's Village, N. Y., 479. 
Crawford, Scot., 556, 576. Crawford House, 
N. H., 576-7. Cresson Springs, Pa., 496. 
Crocker's, Cal., 491. Croton, N. Y., 194. 
Croton Falls, N. Y., 188, 772. Croydon, 
Eng.y 480, 533, 790. Crown Point, N. Y., 
186. Crum's Point, Ind., 479. Cuddeback- 
ville, N. Y., 340, 587. Culbertson, Neb., 501. 
*Ciilpeper, Va., 348, 350. *Ciimberland, 
Md., 12, 29, 31, 238, 240-46, 782. Curwens- 
ville. Pa., 609, 778. 

. *DaUai, Tex., 628. Dalton, Ms., 121, 193. 
Dalton, N. Y., 222. Dalwhinnie, Seoi.^ 
556. Damascus, Md., 376. *Danbury, Ct., 
769. Danforth, ^ff/., 316. DansviUe, N. 
Y., 33. a«3-M, «»»» 772- ♦Danvlllo, 111., 
489. Danville, N. J., 164. DanvUle, Pa.. 
778. Darby, Pa., 372, 390. Darien, Ct., 
139, 248. Darkesville, W. Va., 244. Dar- 
lington, Vict.^ 559. Darmian, /'rr., 571. 
Dauphin, Pa., 496. ^Davenport, U., 47s- 
9, 489. Daventry, Eng.^ 556. DftvlSviUe, 
Cal., 490-1. Dayton, Ky., 628, 783. *Day- 
ton, O., 501, 594-5. 784. Dayton, N. Y., 
221, 223, 772. Dealton. Ont.^ 310, 332. 
•Decatur, 111., 485-6. •Dedham, Ms., 29, 
33, 102, 107, 112. Deerfield, Ms., 119, 182, 
579. 7^7' Deer Park, Md., 486. Deeth, 
Nev., 48a *Deflanoe, O., 609, 784. De 
Kalb, N. Y., 334. •Delaware, O., 7&4- 
Delaware, Oni.^ 331, 332. Delaware Water 
Gap, Pa., 28, 163-4, 172, 189, 207, 341, 378, 
497. Delfshaven, Hol.t 553. Delhi, Ind.t 
572. *Del]il, N. Y., 497-8. Delhi, Ont.^ 
332. Delle, France^ 599. De Mossviile, 
Ky., 590. Denniaon, O., 784. Dennya- 
ville. Me., 264, 266, 271. "DenTer, Col., 
501, 628, 788. Denville, N. J., 163, 170, 
207. Dez'by, Ct., 140, 142, 769. Derby, 
^Mg.y 539, 645-6, 790. Derringalluin, Vkt., 
560. Deschambault, Qttt.^ 575. *Des 
Moinea, la., 479. 489, 595, 787- •Detroit, 
Mich., 21, 46, 204, 210, 225, 296-8, 300, 304-5, 

3««f 315. 3a«-3. 333. 505. 59», 594-5. 625, 
628, 677, 785. Devon, Pa., 3S9, 609, 778. 
De Witt, Neb., 485. De Witt, N. Y., 479- 
r. Me., 515, 574, 765. Dexterville, N. 

Y., 223. Dieppe, Fr.^ 480, 552, 599, 600. 
Digby, N, S., 282, 284-5, 592. Dingman's 
Ferry, Pa., 164. Dingwall, Scai., 556. 
Disco, 111., 485-6. Diss, Eng.^ 538, 790. 
Dixon, Cal., 491. Dottba Ferry, N. Y., 
77-9. Docking, Eng., 537-8. Dodgeville, 
Ms., 107. Doncaster, Eng., 539-40, 790. 
Dorchester, Ms., 517-8, 527, 767. Dorset, 
Efig.f 646. Dorval, OtU., 328. Doahan 
Tepe, Prr.f 483. Donp's Point, Ky., 236. 
•Dover, Del., 781. Dover, Eng., 551,598- 
9. •Dover, N. H., 575. Dover, N. J., 
163-4. 173- Dover Plains, N. Y., 582. 
Dover Point, Me., 575. Downlngtown, 
Pa., 389. •Dgylestown, Pa., 778. Drakes- 
town, N. J., 164. Drakesville, N. J., 163, 
207. Dreaney's Corners, Oni.^ 324. Dres- 
den, Ger.f 114, 427. Drifton, Pa., 497-9. 
Dublin, Jre.f 642, 645-6, 652, 654, 686, 695, 
792. Dublin, On/.f 313. Dulaney, Kan., 
788. Dulaney, Ky., 783. •Dnluth, Minn., 
787. Dumfries, Scot., 554-5, 645, 686. 
Dana Pen tele, Hun.^ 481. Duna Szekeso, 
Hun.f^t. Dunbar, ^ri^., 554. Dunchurch, 
Eftg.fSSj. Dundas, On^., 318. Dundee, Scat., 
792. Duncan, Neb., 478. Duncaonon, 
Pa., 496. Dunedin, A^. Z,, 567, 652, 794. 
Dunellen, N. J., 172. Dungarvan, /nr., 546. 
Dunkeld, Oni., 315. Dunkirk, N. Y., 28, 
31, 58, 223, 772. Dunstable, Eng., 541. 
Durham, Eng, 545, 645. Durham, Onf., 
316. Dttsseldorf, Gtr., 545. Dutch Flat, 
Cal., 476. 

Eagle, Oni., 312. Ealing, Eng., 790. 
Earlham, la., 479. £. Almond Centre, 
N. Y., 217. E. Attleboro, Ms., 107. B. Au- 
rora, N. Y., 208, 222. £. Avon, N. Y., 
213,216. £. Berlin, Ct., 769. E. Bethel, 
Vt., 578. E. BIoom6eld, N. Y., 202,21a, 
216,218. Eastbourne, Eng., 532, 544,790. 
E. Brimfield, Ms., 767. £. Bmokfield, Ms., 
no, 128. E. Brookfield, Vt., 578. £. 
Bridgewater, Ms., 376. E. Cambridge, Ms., 
767. E. Canaan, Ct., 146. E. Chatham, 
N. Y., 148, 208. E. Frycbutg, Me., 577. 
E. Gainesville, N. Y., 222. E. Greenwich, 
N. Y., 193. 'B. Gveenwleh, R. I., 512, 
581, 769. Easthampton, Ms., 118-20, 580, 
767. £. Hartford, Ct., 123, 149, '582. E. 
Haven, Ct., 149. £. Lee, Ms., 148,208. E. 
Leon, N. Y., 223. E. Longmeadow, Ms., 
124-5. >54. 580. E. Long Branch, N. J., 
776. E. Lyme, Ct., 131. E. Lyade, Pa., 



387. £. Madaiasy Me., aji. Eastman 
Springs, Omi.f 327. E. New York (L. I.), 
584. £. Northwood, N. H., 577. £. Or- 
angc, N. J., 508, 588, 643, 776. •Baston, 
Md., 593. •Easton, Pa., 173. 34a, 378, 387, 
497. 609, 778. Eastport, Me., 357-8, a6o, 
a6s, 267-8, 274, 276, 279, 282-3, 573» 592- 
K. Portland, Or., 788. £. Providence, 
R. I., 107. £. Randolph, Vt., 578. £. 
Rochester, N. H., 525, 654-5, 670, 766. 
£. Saginaw, Mich., 7S5. £. Schodack, 
N. Y., 208. £. Springfield, Pa., 205. £. 
Scroudsburg, Pa., 341. E. Tarrytown, N. Y., 
76. E. Wallingford, Vt,, 579. £. Windsor 
Hill, Ct., 123, 254, 769. Eastwood, Out., 
317. Eaton-Socon, Eng.^ 540-41. Echo, 
Utah, 477. Echuca, Vkt.^ 560. Eckley, 
CoL, SOI. Eddiugton, Vict.^ 566. Eden 
Center, N. Y., 223. Sdgerton, O., 479. 
Edgewater, N. J., 81, 83. Eldinburgh, Scot.^ 
SJ3-4i 544, 554-6, 599, 642, 645-7, 686, 792. 
Edinburg, Va., 346, 3S8. Edward*s Comer, 
N. Y., 223. Edward's Ferry, Va., 497. Ed- 
wardvin?, Ind., 235. EdwardsviUe, Kan., 
485. ^EiBngluun, 111., 488. Eggerstown, 
in., 488. Eketahuna, N. Z.^ 568. Elaine, 
Vict.^ 559. Elbeuf, Fr.^ 480. Elbridge, 
N. Y.,aoS,3i2. Elgin, lU., 786. •Eliz^ 
beth, N. J., 156, 158, 164, 167, 172, 175. »77. 
583,627, 776. Elizabethport, N. J., 29, 32, 
156, 158, 583. 'EUxabethtovn, Ky., 237. 
SUiabethtown. N. Y., 211. Elk Grove, 
CaL, 491. Elkhom, Neb., 489. •Elko, 
Nev., 477- 'Elkton, Md., a44i 37a» 497- 
•Ellieott City, Md., 349, 373. 376-7, 497- 
Ellington, Eng.^ 540. Ellington, N. Y., 
>23> 773- £}liS} ^s., 107. *Ell8worth, 
Me., 37S, 574. Elmira, Cal, 476, 491. 
•Elmira, N. Y., 216, 218, 501, 594, 772. 
Elrasford, N. Y., 75, 76. Elmwood, Ct., 
136-7,250. Elsinore, £?«/., 316. Ely, £fff., 
53a. 539- •Elyria, O., 479, 609, 784. Elze, 
Gtr., saa. Emmitsburg, Md., 385, 388. 
•Emporia, Kan., 660, 78S. Enfield, Ct., 
253. Enfield, ^A^., 790. Enfield, Ms., 123, 
125, 181, 5S0. Englewood, N. J., 30, 51, 
80-1, 84, 166-S. Ennis, /r#., 646. Ennts- 
kelkn, Ont., 315. Ephratah, Pa., 387. Ep- 
ping, Eng.f 539-40* Eramosa, Ont.^ 318. 
*Blie, Pa., Z2, 28, 31, 50, 58, 85, 202, 204.6, 
222, 311, 317, 487-8, 5o», 594-5- Erin, Oni., 
316. Erlanger, Ky., 225. Erzeroum, Tur.^ 
483. Esbjerg^ /7Mk, 599. Eski Baba, r»r., 

482. Essex Center, Omt^t %xO'\u Eszek, 
Slao.^ 481. EUon, Eng., 533. 'Eugene 
City, Or., 788. EyaoB Mllla, N. Y., 334. 
'Evanston, Wyo., 477. 'ETansrilla, Ind., 
595. Everett^ Pa. , 244, 496. £lxeter, Eng. , 
533, 536, 554. •ixeter, N. H., 575, 766. 
Exeter, Omi.^ 313-5, 324, 332. Eydknhneu, 
Rtis.^ 687. Eye, Eng.^ 539, 

Fabyan House, N. H., 576-7. Fakenham, 
^«r-, 537-8. •Fairfax C. H., Va., 374, 376. 
•Fairfield, Cal., 491. Fairfield, Ct., 138.9, 
148,248. Fairfield, Ky., 237. Fairfield, Me., 

765. Fairfield, N. J., 84, 169. Fairfield, OtU.^ 
310,789. Fairfield, Pa., 385. Fairfield, Va., 
349i 495- Fair Haven, Ct., 133, 138, 149. 
Fair Haven, Vt., (84. Fairmount, Ber., 
362. Fairmount, Ind., 236. Faindew, 
Md., 243. Fairview, N. J., 84. Fairyland, 
Ber.^ 361. Falkirk, Scot.^ 404. Fall Brook, 
Pa., 594. Falling Waters, W. Va., 344, 348. 
Fall River, Ms., 31-2, 85, 101, loS, 593, 767. 
Falls Church, Va., 374, 376. Falls City, 
Pa., 245. 'Faribault, Minn., 7S7. Farm- 
ers' Crossing, Ky., 4S5.6. Fannersville, Ms., 
109. Farmingdale (L. I.), N. Y., 58, 150-3. 
Farmington, Cal., 491-2. Farmington, Ct., 
137, M5i 149, 581- Farmington, N. H., 
576-7. Farms Vilhge, Ct., 145. Fambor- 
ough Station, Eng.^ 646. Farrah, A/g.^ 
571. Farringdon, Eng.^ 532. Father Point, 
Que.^ 329. Fayette, N. Y., 336. Fayette- 
viUe, Pa,, 495. Featherston, N, Z., 568-9. 
Feeding Hills, Ms., 123, 125-6, 144, 146. 
Feigns, Ont.^ 3x6. •Femandina, Fla., 
597, 628, 783. Fern Creek, Ky., 236. Fieki- 
ing, N. Z.y 568. Fife, ScoL^ 792. Fillmore, 
N. Y.,217. Finchville, Ky., 836. Finchley, 
Eng.^ 53 1-2- •Findl^y, O., 48S, 784. Fish- 
er's Hill, Va., 345, 49S. Fishersville, Ms., 
109. Fishkill-on-Hudson, N. Y., 194-5, 
258, 582. •Fitchburg, Ms., M4, 500, 523, 
579, 594, 597, 767. Fitzwilliam, N. H., 

766. Five Stakes, Ont.f 3x2. Flanders, Ct., 
13 X. Flanders, N. J., 164. Flatts, Ar., 
359-6», 366. •Fleinington, N. J., 733. 
Flesherton, Ont.^ 316. Flint, Eng.^ 645. 
•Flint, Mich., 595. Florence, //., 429, 55a. 
Florence, Ky., 225. Florence, Ms., 119, 

767. Florida, N. Y., 772. Florin, Pa., 779. 
Floyd, N. Y., a 10. Flume, N. H., The, 61, 
576. Fluahlng (L. I.), N. Y., 12. 29, si-a, 
51-2, 90-x, 152-3, 155, 77a. Foggia, //., 552. 
Folkestone, Eng., 599. •Fonda* N. Y., 



aoo, 308, an. Fontenoy, Fr.^ 480. Foots- 
Cray, VicL^ 559. Fordham, N. Y., 7a, 77a. 
Fordhaxn Landing, N. Y., 583. Fordwich, 
OtU.t 314. Forest Hill, Eng.^ 645. Forks 
of Kennebec, Me., 573-4. Forres, Scot.^ 
645. Forrest, Ont.^ 33a. Ft. Albert, Ber.^ 
360. Ft.Bridger,Wyo.,477. «Ft. Dodge, 
la., 595. Ft. Edward, N. Y., 39, 51, 58, 
189, 191-3. Ft. Hamilton, N. Y., 90. Ft. 
Hunter, N. Y., aoo. Ft. Jefferson, Mo., 
484. Ft. Leavenworth, Kan., 6a8, 788. 
Ft. Lee, N. J., 30, 3a, 7a, 81-5, 165, 583, 
612. Ft. Loudon, Pa., 485. Ft. Miller, N. 
Y., 19a Ft. Morgan, Col., 501. Ft. Ni- 
agara, N. Y., 22a. Ft. Plain, N. Y., 200, 
208, 488. Ft. Porter, N. Y., 588. Ft. St, 
George, Ber.^ 358. Ft. St. George, N. Y., 
583. Ft. Schuyler, N. Y., 74, 246. Ft. Sid- 
ney, Col., 475. Ft. Steele, Wyo., 478. 'Ft. 
Wasme, Ind., 487, 595, 786. Ft. William, 
C?«/.,789. Ft. Worth, Tex., 783. Fofltorla, 
O., 784. Fowlervllle, N. Y., 214. Fox- 
boro', Ms., 107. Framlngham, Ms., 29, 
51, 1x3-14, 1x7, 5x4, 6S0, 767. Francestown, 
N. H., 575. Franconia, N. H., 576-7. 
Frankford, Pa., 388-9. ^Frankfort, Ky., 
51, 225, 232-4. Frankfort, N. Y., 200. 
Frankfort, {>r., 552, 700. Franklin, N. J., 
x6x-2, 169. Franklin, N.Y., 498. ♦Frank- 
lin, Tenn., 352. Franklin Falls, N. H., 
577. Franklinville, N. Y., 208. Frank- 
town, Ont. 327. ^Frederick, Md., 29, 31, 
33, 238, 242-3, 349, 376-7, 487. Fredericks- 
burg, Ind., 235. Frederickaburg, Va. , 352. 
Fredericktown, Ky., 230. ♦Frederick- 
town, Mo., 787. Freedom, N. H., 577. 
Fredonla, N. Y., 50, 205-6, 223, 587, 772. 
Freeport, Ont.^ 316. Freibourg, Ger.^ 552. 
♦Frraiont, Neb., 478. ♦Fremont, O., 479. 
Fressingfield, Eng.^ 539. Freudenstadt, 
Gtr.^ 481. Friendship, N. Y., 223, 772. 
Frizinghall, Eng.^ 790. ♦Front Royal, 
Va., 351. Frosthurg, Md., 243. Frye- 
bnrg, Me., 576-7. Fulda, Cm, 552. Ful- 
lerton, Ont.^ 332. Fultonville, N. Y., 200. 
Funkstown, Md., 244. Ferriman, Per., 571. 
Gainesville, N. Y., 222. Gainesville, Va., 
375. Galena, Ind., 235. Gait, OtU., 317, 
324, 491. ♦Galveston, Tex., 783. Gam- 
bier, O., 784. Gananoque, Oni.^ 317, 325-6, 
333. Gang Mills, N. Y., 21a Gan pris 
Pau, />., 792. Garden City (L. I.), N. Y., 
is>> 530- Ctodiner, Me., 573. Gardner, 

' Ms., 579, 767. ♦Gamett, Kan., 788. Gar- 
rison's, N. Y., 29, 193, 609, 772. Garstane, 
Eng.f 556. Garwood, N. Y., 22a. Gasport, 
N. Y., ai7. Gateshead-on-Tyne, Eng.^ 790. 
Gauley's Bridge, W. Va., 351, 486. Gay- 
lord's Bridge, Ct., 58a. Geddes, N. Y., 
aoi, aia. Geelong, Vict., 559-6i, 563. Gel- 
vington, Ky., 590. Geneseo, 111., 479, 489. 
♦Gteneseo, N. Y., 213. Geneva, N. Y., 
208, 2x3, 772. Geneva, O., 488. Geneva, 
Switz., 545. Genoa, 111., 786. Genoa, //., 
552. Georgetown, D. C, 12, 34x-a, 374, 
376, 497, 78a. ♦Georgetown, Ky., 51, 326, 
333-4. Georgetown, N. Y., 337. George- 
town, N. S., 390. Georgetown, (7»/., 318-19. 
Gera, Ger., 551-3. Germantovm, Ky., 590. 
Gennantown, N. S. IV., 565-6. German- 
town, N. Y., 197,498. Germantown, Pa., 389, 
779. Gerry, N.Y., 587, 773. ♦Gettysburg, 
Pa., 343, 303, 347, 35*. 385-6, 388, 486, 495, 
499. 779' Ghalikue, A/g., 57 x. Ghent, 
N. Y., 197. Gilroy, Cal., 490, 493-3. Gl- 
rard, Pa., 13, 305-6, 479, 488, 779. Girtford, 
Eng., 540-1. Glasgow, Scot., 534, 545-6, 

555. 645-7. 695. 698, 79a. Glassboro, N. J., 
390, 533. Glenbrook, Cal., 490. Glendale, 
Ms., X48. Glenfield, Pa., 779. Glen House, 
N. H., 577. Glenrowan, Vici., 566. Glen*8 
FaUs, N. Y., x86, 189, 191-3, 609, 77a. 
Glen Station, N. H., 577. Glenville, Ct., 
138. Glen wood, Md., 7S3. Glen wood. Pa., 
341. Gloucester, Eng., 536, 539, 554-7, 645. 
Gloucester, Ms., 505, 513, 609, 655, 674-5, 
767. Gloucester, N. J., 390, 533. God- 
erich, Ont., 304, 301, 313-5, 333-4, 33 x, 789. 
♦Goldendale, Wash., 788. Gold-hill, Cal., 
476. Gold Run, Cal., 476. Golspie, Scot., 

556. GordonsvUle, Va., 348, 350-1. Gor- 
ham. Me., 5x5. Gorham, N. H., 576-7. 
Goshen, Ct., 143. ♦Goshen, Ind., 336, 
479. ♦Goshen, N. Y., 340, 587. Goshen, 
Va., 351, 486. Gottingen, Ger., 532. Goul- 
bum, N. S. W., 56X, 564-6, 793. Gonver- 
neur, N. Y., 334. Govanstown, Md., 377. 
Grafton, Ms., 103, 378. Grafton, Ont., 319. 
Granby, Ct., 145, 58 x. 'Grand Island, Neb., 
478, 489. Grand Metis, Que., 339. Grand 
Pr^, N. S., 284, 386. •Grand Forks, Dak., 
609, 788. ♦Grand Rapids, Mich., 505, 5x9, 
595. 785. Granger, Wyo., 477. Granite- 
ville (S. I.), N. Y., 157. Grant, N. Y., 210. 
Grantham, Eng., 540-1, 553. Granville, 
Ms., 144, 146. Granville, N. S., 284-5. 



Giavesend, JSftg^., 599. Gravesend (L. I.), 
N. Y., 90. Gravois, Mo., 52$- ^Grayion, 
^y-t 35 1 1 495- Gray's Summit, Mo., 485-6. 
Qmt Barrington, Ms., 148, 700. Great 
Bend, N. Y., 28, 31, 207, 338, 341. Great 
Berkhamsted, Eng^., 473, 480. Great Bethel, 
Va., 439. Oieat Fails, N. H., 627, 766. 
Great Falls, Va., 241, 376. Greenbush, 
N. Y., 190-1, 197. *Gxeeiicaitle, Ind., 
48S-6. Greencastle, Pa., 46, 296, 303, 344, 
49S- Gfeene, N. Y., 336, 498. *Green- 
field, Ms., II, 27, 29, 31, 51, 119, 182-3, «94. 
378, 500, 579, 767. Greenland, Pa., 244. 
Greenock, Scoi., 792. Oreenpolst (L. I.), 
N. Y., 91. Greenport (L. I.), N. Y., 12, 
28, 32-3, 150-5. *Green Biver, Wyo., 477* 
*Gxe8D8btiig, Ind., 786. *areensbiirg, 
Ky., 229. *Oreexisburg, Pa., 529, 779. 
Green's Farms, Ct., 138. Green Tree, Pa., 
389.. Greenville, Ind., 235. Greenville, Me., 
574. GhreenTille, Mich., 785. Greenville, 
N. J., 776. GfeenvUle, Pa., 341, 779. 
•Gxeenville C. H., S. C, 7S2. -Greenville, 
Va. , 349. Greanwioh, Ct. , 138-9, 248, 58 r-2, 
609, 769. Greenwich, N. Y., 772. Green- 
wood, N. Y., 171. Grenoble, ^r*., 698. 
Gretna Green, Scfft., 553, 556-7. Grimsby, 
Om/., 315. Grlnnell, la., 478-9,787. Gris- 
wold, la., 478. Groton, Ct., 153. Grotto, 
//., 553. Grotzka, Strv., 481. Groveland, 
Cal., 491. Groveport, O., 785. Grovesend, 
Omi., 331. Groveton, Cal., 492. Groveton, 
N. H., 576. Groveton, Va., 375. Guelph, 
(?«/. , 3 1 5-7, 3 19, 33 1 . Guildhall Falls, N . H . , 
577. Onilfoid, Ct., 132. Guillimbury, 
On/. f 316. Gulf Mills, Pa., 389. Gundagai, 
^. 5". IV. f 565-6. Gunnersbury, Eng.^ 645. 
Gunning, N. S. H^., 561, 565-6. Gutten- 
berg, M. J., 81, 83, 168. Guymard Springs, 
N. Y., 497. Guysboro, //. S., 289. 

*Haokeiutack, N. J., 30, 84, 165-6, 168-9, 
776. Haekettstow]!, N. J., 164, 173, 776. 
Haddonfield, N. J., 390, 522, 776. Hadley, 
Ms., 120. ^Hagerstown, Md., 29, 238-9, 
a+a-S. 303j S44» 346, 348, 350-1, 384, 387-8, 
486-7, 495, 609, 782. Hagersville, 0/ti., 332. 
HaUe, Ger.f 522. Halleck, Nev., 477. Hal- 
ifax, J\r. S., 282, 286-9, 292-3, 355, 364-5, 592, 
609, 790. Haigler, Neb., 501. 'Hailey, 
Id., 609, 788. Hamburg, Gtr., 551, 599. 
Hamburg. Ind., 235. Hamburg, N. Y., 
223. Hamburg, C?m/., 317. Hamburg, Pa., 
342. Hamden, Ct., 134. Hamilton, Btr,» 

3S5i 358-91 361-a, 59a, 609, 790. •Ham- 
iltoilt O., 501, 594-5i 785. Hamilton, Oni., 
3i4-5» 3»7i 3*4, 3J«-ai 593, 634, 789. Ham- 
ilton, yici.f 560-61, 563, 793. HaTnlltom, 
Va., 244, 497. Hammersmith, Etig:, 551. 
Hammondsville, N. Y., 211. Hammonton, 
N. J., 522. Hampton, N. H.,^o2, 512. 
Hampton Court, Eng., 4, 532, 545, 548. 
Hancock, Md., 239-40, 242, 244-5, 496. 
Hancock, Vt., 578. Hanover, Ct., 134. 
Hanover, Ger.^ 522, 651. Hanover, N. H., 
766. Hanover, N. J., 163-4. Hantsport, 
N, S., 286. Hanwell, Eng., 646. Hanley, 
Eng., 665. Hardington, N. J., 522. Har- 
densburg, Ind., 235. Hardwick, Ms., 579. 
Harford, Md., 377. Harlem, N. Y., 30, 
33-3. 55. 57. 249, 582, 612, 77a, 774. Har- 
lingen, N. J., 172. Harpenden, Eng., 553. 
Harper, Kan., 788. Harper's Feny, W. 
Va. , 29, 3 1 , 240-2, 347-8, 3 50, 384, 496. *Har- 
risbnrg. Pa., 244, 303, 343, 352, 496, 498, 
779. Harrison, Me., 574. *Harrlson- 
burg, Va., 346-8, 38a, 388, 497-9, 628, 782. 
*Harrodsbi2rg, Ky., 51, 226-7, 234, 236. 
Harrogate, Eng.^ 636, 642. Harrold, Eng.^ 
540. *Hartford, Ct., n, 12, 26-7, 28, 30-2, 
37» 39. 42-3, 46-7, X18, 122-3, "5, 128, 133, 
136-8, 145, 148-9, 173, 179-81, 183, 191, 234, 

249-5». 253, 372-3. 377-8, 388, 401, 501, 510, 523. 
524, 580-2, 593, 609, 615,625, 627-8, 632,655, 
675, 677, 769. Harud, A/g.^ 571. Harwich, 
^*^g'* 599* Hastings, Eng.^ 641, 682. 
^Hastings, Minn., 487. Hastings, N. Y., 
335. Hastings, AT. Z., 569. Hastings-on- 
Hudson, N. Y., 75, 77, 586. Hatte Bay, 
Qtu.t 329. Hatfield, Eng.^ 540-1, 790. Hat- 
field, Ms., 119, 182-3. Hatton, Eng.^ 543, 
^'Havana, III, 485-6. Havant, Eng., 790. 
Haverford College, Pa., 389, 779. Haver- 
hill, Ms., 523, 577, 767. Havre, Fr.^ 599, 
Havre de Grace, Md., 244, 372, 377-8, 497. 
Hawkesbury, Ont.^ 327-8. Hawley, Pa., 
340, 609, 779. Hawthorne, OrU.^ 327. Haw- 
trey, Ont.t 332. Hayden's, Ct., 31, 181, 251. 
Haydenville, Ms., 119, 767. Hazelton, 
Kan., 788. Hazleton, *Pa., 498, 779. 
Healdsbiirg, Cal., 490. Hebron, N. S., 
283. Hebron viUe, Ms., 107. Heda, Pa., 
498. Heidelberg, Grr., 522, 545, 552. 
•Helena, Mont., 788. Helensburgh, Eng., 
646. Hempstead (L. I.), N. Y., 138, 150-2, 
154. ^Henderson, Ky., 590, 609, 783. 
Minn., 787. Hendrysbui^, 




0.| 485. *Hieniiepln, lU., 489. Herat, 
A/g.t 4^1 57«« Hereford, Eng.y 539. 
^Herkimer, N. Y. , 208. Hermouli, Roum. , 
4S1. Hertford, Etig-.j S40->- Hespeler, 
OMi.f 317. Hettingen, Bel, 545. Heuvel- 
ton, N. Y^ 334. HicksviDe (L. I.), N. Y., 
51, »5a-3.'Highgate, Eng^.y 540. Highland 
Creek, On/.t 3x9. Highland Mills, N.Y., 171, 
609, 772. Highland Park, 111., 787. High- 
lands, N. Y., 172, 1 98. High Top Gap, 
Va., 348. High Wycombe, Ertg-., 645, 790. 
Hilliard, Wyo., 477. Hillsboro, N. H., 575. 
Hillsburg, OtU., 3x6. Hillsdale, N. Y., 188. 
HiU*8 Valley, CaL, 490. Hind Head, Eng., 
777. Hinds Comers, Pa., 339. Hingham, 
Ms., X12. Hinsdale, Ms., 121. Hinsdale, 
N. H., 579. Hinsdale, N. V., 152-3. 
Hitchin, Eng., 540-1, 557-8. Hitchcockville, 
Ct., 144- Hobart, Tas., 560, 563-4, 652, 
794. Hoboken, N. J., 32, 82-3, 85, 168, 172, 
5^3* 77^' Hodnet, Eng., 555. Hoffman's 
Perry, N. Y., 3a. Hoguestown, Pa., 343. 
Hohokiis, N. J., 169. Hokitika, //. Z.y 
569. Holland, N. Y., 222. Holland Patent, 
N. Y., 210, 2x3. Holland's Landing, Ont.^ 
316. •HoUister, CaL, 49a. Holliston, 
Ms., 767. HoUowviUe, N. Y., 188. •Holly 
Springs, Miss., 783. HoUnesviUe, Ont.y 
313. Holmsdale, Sctt.^ 556. Holycross, 
//v., 546. Holyhead, ^«irM 686. Holyoke, 
Ms., 31, 58, XX7-8, X20, 123-6, 135, X83, 191, 
25* I 524* 5*7. 6o9i 767* Homer, Mich., 323. 
Homestead, la., 479. Homestead, N. J., 
83^. Homestead, Pa., 779. ^Honesdale, 
Pa., 44, 302, 339-40, 501. Hope, N. J., 164. 
Hopedale, Ms., 767. Hoptown, Cal., 490. 
Hoosick Comers, N. Y., 193, 510. Hooeick 
Falls, N. Y., 193- Homellsville, N. Y., 
30,216-7, 222. Horseheads, N. Y., 216. 
Horton, N. S., 286. Housatonic, Ms., 148. 
*Howard, Kan., 788. Howard, Minn., 
787. Huddersfield, Eng., 645. Hudson, 
Col, 501.- *Huds(m, N. Y., 29, 32, 51, tax, 
X90, X92, X95-8, 258, 488, 510, 609, 772. 
Hudson, Ont., 32S. Hughsonville, N. Y., 
194-5. Hulett's Landing, N. Y., 29, 32. 
Hull, On/., 327. Hull, Eng., 545, 599. 
Humboldt, Nev., 476. Hummelstown, Pa., 
343. Hunter, N. Y., 505. Hunter's Point 
(L. I.), N. Y., 28, 3X-2, 5S, 91, 96-7, 99, X51, 
153. Huntingdon, Eng., 539, 541. *Hnnt- 
Ingdon, Pa., 244, 779. *Huntington, Ind., 
786. Himtington, Ms., 121, X94. Hunt- 

ington (L. I.), N. Y., 151. Hurunui, N.Z., 
567*^ Hutonborg Comers, Ont.^ 327. 
Hyde Park, Ms., 767. Hyde Park, 
N. Y., 497. 

Ichtiman, Roum., 481. Idlewild, N. Y., 
197. nion, N. Y., 200, 208. *Independ> 
ence. Mo., 485-6. ^Indiana, Pa., 610, 779. 
•Indianapolis, Ind., 485-8, 501, 595, 6x0, 
638, 786. *Indianola, la., 787. Indian 
Castle, N. Y., 479. Indian Orchard, Ms., 
29, 104, ixo, XX7, 124-6, i8x, 252. Ingleside, 
Ms., X25. lugersoll, Oftt., 324, 332. Inver- 
may, Oni., 3x6. Inverness, Sa^., 536, 554. 
In wood, N. Y., 73. lona, Ont., 3x2. *Iowa 
City, la., 479, 489. Iowa Falls, la., 628, 
789. Ipswich, Eng., 532, 538-9, 599. Ips- 
wich, Ms., 1X2, 510, 512. Ireland Parish, 
Ms., 1x8, 135. Ireland Point, Btr., 358. 
Irkutsk, Rti*., 570. Ironsides, Ont., 327. 
Irving, N. Y., 204, 527. Iryington, Ind., 
786. Inrington, N. Y., 75, 79, 162, X64, 
i74-s> X98. Irwin, Pa., 779. Ishpeming, 
Mich., 785. Isle Madame, N. S., 289. Isit 
Parent, Qtie., 328. l8lip(L. I.), N. Y., 150, 
152. Ismidt, Tur., 48 1-2 > 57o. *Ithaca, 
N. Y., 497-S. 772. 

Jackman's Plantation, Me., 574. *Jaek- 
son, Mich., 50X, 785. Jackson, N. H., 577. 
Jacksonville, Cal., 491. Jacksonville, Vt., 
579. Jacktown, O., 4S6. Jagodina, Strv., 
48X. *Jamaioa (L. I.), N. Y., 90, 15X-4, 
772. Jamaica Plain, Ms., 575, 767. 
Jaman's Gap, Va., 347. Jamestown, N. 
Y., 221, 587, 610, 772. Jamestown, O., 
785. Jamestown, Pa., 206, 223, 485. Jar- 
vis, On/., 333. Vefferson, la., 628, 787. 
•Jefferson, Wis., 787. ^Jefferson City, 
Mo., 486. Jeffersontown, Ky., 236. *ifet^ 
fersonville, Ind., 235, 595. Jefferson- 
ville, O., 245. Jenkintown, Pa., 779^ 
Jenksville, Ms., 104, xio, X17, 126, 181, 252. 
Jericho (L. I.), N. Y., 15X-2. Jerome Park, 
N. Y., 7x, 73, 582. Jersey, Omt., 316. 
•Jersey City, N. J., 30, sx, 82, 85, 97, 149. 
156, 16S, 342, 388, 510, 583, 628, 776. Jer- 
sey Shore, Pa., 779. John O'Groat's, Scat., 
297. 532. 536, 544, 548, 553-7. 685. JohnSon- 
burg, N. J., X63, 207. Johnston Comers, 
0Mt.,3iS' 'Johnstown, N. v., X96. Johns- 
town, Pa., 496, 530, 779- *Joliet, 111., 5o». 
524. Jonesport, Me., 274. Jordan River, M 
S., 293. Jordanville, Ct., X3x. Jugiohg, N. 
S. t^., 564-6. •Junction City, Kan., 788. 



KaaterakiU, N. Y., 3t6, 583. Kaklu, /Vr., 
571. Kalora, Vid-^ 563. Kamouraska, ^mt., 
329-30. *KaakAkAe, III, 787. BUmsM 
Citj, Mo., 473, 486, 595, 787. Karapoi, N, 
Z.t 568-9. Kariez, /Vr., 571. Karrthia, 
AmU.^ 5S3. Katonah, N. Y., 77a. *KeftP- 
II0J, Neb., 475, 478, 480. KeeBeville, N. 
Y..aii. Keilor, Kir/., 563. Kellogg, la., 
479^ K0lBeyville,CaI,49Ow Kelton, Utah, 
477. Kendal, Eng.^ 536, 555. KendAll- 
Tille, IimL, 479. Kennebec, Me., Forks of 
the, S71-4* Kennedy, N. Y., 223. Ken- 
nett Square, Pa., 779. Kensington, Eng,^ 
SS4> 645- KentTiIIe, N, S., 385. Kerns- 
town, Va., 345. Kesaock, Et$g.f 536. Kes- 
wick, Eng.f 646, 791. Keswick, (?»/., 316. 
Kettering, Emg., 540. Kettle Pt., OtO,, 
332. Khoi, /Vr., 48a. Killamey, /r#., 546, 
b$2. Kimbolton, Eng., 539. Kincardine, 
Ofif., 31$, 789. Kinderhook, N. Y., 148, 
19S, 610, 772. Kin-gan-foo, CAl, $7'* 
Kingslnidge, N. Y., 64, 66, 78, 98, 583-3. 
Kingston, Eftg., 544. Kingston, N. J., 377. 
^Kingston, N. Y., 18S, 19S. Kingston, 
Omi., 204, 397, 300, 317, 319-26, 333, 533, 
6io» 789. Kingston, Pa., aao. Kingston,.?. 
jIms., 560. Kingussie, Scat., S55-^ KingSp- 
▼ille, {7iii/., 301, 310. KintnersviUe, Pa., 497. 
Kiutore, Omt., 332. Kioto,/ii/., 793. Kirk- 
ton, Oh/., 333. Kittexy, Me., loi, 346, 575. 
Kiu Kiang, C4/., 57a. Knight's Ferry, Cal., 
491-3. Knotty Ash, Eng., 557* Knowhon, 
N. J., 164. •Kokomo, lad., 786. Kresge- 
Titte, Pa., 341. Kurracfaee, /mi., 571. 
KtttztowD, Pa., 3S7. Kyamba, /^. S. H^., 
$65. Kyneton, VicL, $59, 561-3. 

Laceyville, Pa., 319. Lachine, Qt44., 338. 
I^ Chute Mills, Omt., 789 Lacka waxen, 
Pa., 340. Lacona, N. Y., 335. Laoonia, 
N. H., 576-7. ^La Croeae, Wis., 787. 
Laiaram, Rns., 571. ^La Fayette, Ind., 
535, 786. *Ifagraage, Ind., 336. Lahore, 
Ind., SI*' Laird, Neb., 501. *Lake City, 
CoL, 788. *Lake George, N. Y., 609, 77a. 
Lake Pleasant, Ma., 378^ Lakeville, Ct., 
>43f >47* Lakeville, N. Y., 193. Lake- 
wood, N. Y., 333. Lambeth, Oni., 331, 519. 
LaoMlU*, III., 479. Lamonte, Mo., 475. 
Lancaster, Emg., 554, Laacaeter, Ms., 
S79> n iiM W M fr , N. H., 575-7, 676, 766. 
J49/$$tilttk V« ^^A ''&* *I<anoatter, 

Lands End, Eng,, 397, 533, 536, 548, 55^-7, 
685. Lanesboro, Ms., 121. Lanesville, Ky., 
335. Langenweddingen, Rus., 687. Lang- 
ford, Eng., 558. Lansdowne, Oni., 335. 
Lanaing, Mich., 501, 505, 59s, 785. Lan- 
aiagburg, N. Y., 193. Laonat N. Y.. 
333, 587. *Laporte, Ind., 479. Laprade, 
Fr., 552. «Laramie, Wyo., 473-4, 478. 480, 
788. Larrabee's Point, Vt., 579. La Salle, 
N. Y., 315. Latrobe, Pa., 610, 779. 
Laurel, Md., 377. Laurel Hill, Pa., 485. 
Lauraont, Fr., 558. Launceston, 7m., 560, 
563-4. Lausanne, Swits., 545. •Lawrence, 
Kan., 485, 7S8. *Lawrence, Ms., 112, 514, 
768. *Lawrenoeburg, Ind., 336. Law. 
rencetown, N. S., 385. LawrenceviUe, N. 
J*, 377i777« I^aytonsville, Md., 376. Lead- 
enharo, Eng., 539. *LeadvUle, Col., 643, 
788. Leamington, Or$i., 3ta 'Lebanon, 
Ky., 229, 234, 610, 783. Lebanon, N. Y., 
197. 'Lebanon, O., 785. 'Lebanon, Pa., 
3031 343i 485, 779- !«•«. Ms., 121, 146, 148, 
208, 610, 768. Leeds, Eng,, 636, 645-6, 791. 
'Leeaburg, Va., 497. Leestown, Pa., 343. 
Lee's Summit, Mo., 486. Leete's Island, 
Ct., 13a. Leeuwarden, Hoi., 553. Leghorn, 
//., 700. Lehighton, Pa., 299, 341, 610. 
Leicester, Eng., 532, 539, 553, 643. Leices^ 
ter, Ms., 103, 110, 114. Leipsic, Gtr., 114, 
651. Leith, Sct^., 645. Leitersburg, Md., 
385. Le Mans, Fr., 699. Lemay Ferry, 
Mo., 535. Lempster, N. H., 575. Lenox, 
Ms., 148, 70a Lenox, N. Y., 208. Lenox 
Furnace, Ms., 148. Leominater, Ms., 579L 
Leon, N. Y., 333. Leonardsville, N. Y., 
773. Le Eoy, N. Y., ao8, 331, 479i 487, 
773. Lesinore, /r/., 546. Lethbridge, VkU, 
559. Level, Md., 373. Level, O., 785. 
Lewes, Eng., 539. 'I«ewiaburg, W. Va., 
351, 486. Lewiaton, Me., 765. Lewiston, 
N. Y., 333. Lewiston, Ont., 335. *Lewia- 
town, 111., 485-6. 'Lewiatown, Pa., 344, 
496. Lewiaville, Ind.. 485. 'Lexington, 
Ky., 326, 233-4, 5o». 5*7. 783- Lexington, 
Ms., 39, 51, 103, 386, 517, 768. 'Lexing- 
ton, Va., 347, 349-51, 495' Leytonstone, 
Eng., 1(^1. Lima. N. Y., 208, 213. 'Lima, 
O., 488, 501. Limekiln, Pa., 389. Lim- 
erick, /rv., 793. Limerick, Me., 577. Lime 
Bock, Ct., 769. Lincoln, .£jRtf., 539. 'Lfaor 
coin. 111., 486, 489. Lincoln, Oni., 323. 
Lincoln Park, N. J., 777. Linlithgow, Scot., 
645. fUnn, Mo., 485. Llabon, N. H., 




577. Lisle, N. Y., 497-8. L'Islet, Qut.^ 
jag-sa Listowell, Ont..^ 3X4-S' *Litch- 
flflld, Ct., 141-5, t48, s8t- Little, Ky., 236. 
Little Boar's Head, N. H., 5x2. Little Falls, 
N. J., 30, 84, 165, 167, 169. Little Falls, 
N. Y., 200, 202, 20S, 488, 772. Little Metis, 
Que,^ 329-30. Little Mount, Ky., 236. 
Little Neck (L. L), N. Y., 151-3, 155. 
•Little Book, Ark. , 783. Littleton, N. H., 
61, 576-7. 'Little Valley, N. Y., 223. 
Liverpool, Eng., 99, 406, 473-4, 480-2, 527, 
53a, 553, 556-7» 57°, 59*. 636, 642, 645-7,686, 
791. Liverpool, A^. S.^ 288. Liverpool, 
N. S. fy.f 561, 565-6. Livingston, N. Y, 
220. Llandaff, jS'mi^., 558. Llandsrssul, ^m^., 
791. Lloyd's Neck (L. I.), N. Y., 151. 
Lodge Pole, Neb., 478. Lockerbie, Scoi.^ 
536. *L0Ck Haven, Pa., 779. Lockland, 
O., 785. *Lockport, N. Y., 216-7, 222, 
325, 501, 772. *Logansport, Ind., 786. 
London, Eng-., 63, 99, 129, 280, 292, 353, 
365, 402-6, 426-8, 436, 444, 448, 464, 467, 
470-2, 474-5, 480-1, 517, 524, 530-41, 544, 
547-8, 55o-«, 553-8, 567, 598-9. 602, 6x1, 627, 
636, 642-7, 654, 656-9, 66a, 670, 68X-91, 693, 
695-6, 698-9, 791, 798. London, Out., 204, 
3", 3M-5. 3»9, 3*1, 33«, 33», 634-5. 654, 669, 

789. Londsboro, OfU., 332. Long Island 
City, N.Y., 97, 99. Longmeadow, Ms., 123-4, 
181,254,580. Longneuil, ^Mtf., 328. Long- 
wood, Qttf., 33 X. Lookout, Wyo., 478. L(^ 
nUn, 0.,595. L' Original, ^a«r., 328. Lor- 
raine, t^r., 480. *Loe Angeles, Cat., 789. 
Loughboro, Eng., 539. Louisburg, C. B., 
289. *LouisviUe, Ky., 31, 33, 51, 225, 
23X-7, 486, SOI, 525-6, 530, 590, 595, 597, 
628, 783. Loup, Er.f 545. Lou vain, />., 
699. Lovell, Me., 577. Lovelock's, Nev., 
476, 480. *Lowell, Ms., 1x2, 378, 500,508, 
5<7, 597. 660, 768. Lower Lachine, Qu*., 
328. Lowestaft, Eng-.^ 539. Lnbeo, Me., 
264-70, 279, 516, 573, 610, 765. Lucan, Omi., 
312, 314. Lucindale, iS". Atts.f 560. Luck- 
now, Oni., 315, 332. Ludlow, Vt., 579. 
Lunenburg, M 5"., 288. Lunenburg, Vt., 

577. •Luray, Va., 244, 346-5 X, 38 »-»• Luth- 
field, AT. Z., 568. Lutton, Eng.^ 537. LsTnie, 
Ct., 131, 792. Lynchburg, Va., 346. Lynd- 
hurst, N. J., 166. Lynn, Eng.^ 537-8, 557. 
Lirnn, Ms., xox, 516, 573, 597, 631, 768. 
Lynn, OfU.,^26. Lyons, /'r.,698. Lyons, 
III., 479. •Lyons, Kan., 628. •Lyons, N. 
Y., 772. 

McCainsville, N. J., 163, 207. McCook, 
Neb., 50X. •McGonnellsburg, Pa., 485. 
•Maehias, Me., 270-4, 279, 575, 592. Ma- 
chiasport. Me., 257, 273-4, 279, 573. Mcln- 
tyre's Comers, Oni., 332. McKinstryville, 
N. Y, X98. MoMinnville, Or., 788. •Ma- 
comb, 111., 787. *Macon, Ga., 782. Mo- 
Veytown, Pa., 244. Madison, Ct., 132, 
523. •Madison, Ind., 595, 786. Madison, 
N. H., 577. Madison, N. J., 30, X63, 174, 
777. Madison, N. Y., 772. Madison, O., 
479. •Madison, Va., 348. Madrid, S/., 
700. Madrone, Cal., 490, 492. Magnolia, 
Ky., 230-1. Mahwah, N. J., X69. Maiden- 
head, Eng.f 567, 792. Maidstone, Eng.f 
646. Mainz, Ger., 552. Maitland, AT. S.^ 
283. Maitland, On/., 326. Maketoke, 
JV. Z., 568. Maiden, Ms., 29, lot, 768. 
Maiden Bridge, N. Y., 208. Malmesbury, 
^MT/., 560. Malvern, i&»/f., 645. Malvern, 
OMi.f 316. Malvern, Pa., 389. Mamaro- 
neek, N. Y., 247. Manassas Gap, Va., 348. 
Manchester, Eng., 468, 535, 539, 550, 642, 
645-7, 683, 688, 792. Manchester, Ms., 1x3. 
MancheMer, Me., 627. Manchester, Ma, 
322, 525, 528. •Manchester, N. H., 500, 
575-6, 766. Manhasset (L. I.), N. Y., 151. 
Manhattanville, N. Y., 3a. Mannheim, 
Cn^.,552. Mannsville, Pa.,335. Manotick, 
OfU.f 327. Mansfield, Ms., 107, X09, 768. 
•Mansfield, O., 785. Mansfield, Pa., 
779. Mantes, Er., 480. Maple wood, N. H., 
577. Marblehead, Ms., xxa, 28X, 5x5, 768. 
MaroeUus, N. Y., 208, 479. Marcy, N. Y., 
2x0. Margate, Eng., 599. •Marietta, 
O., 595. Marietta, Pa., 244. Mariner's 
Harbor (S. I.), N. Y., 772. Marion, N. J., 
82, x68, 582. Marion, Pa., 495. Markdale, 
^«/.,3x6. Markham, N. Y., 223. Mark- 
ham, Ofti., 316. Market-Deeping, Eng.f 
539. 541- Marlboro, Ms., 514. Marlboro, 
N. Y., X72. Marlboro, Vt., 579. Marlen- 
heim, Ger., 4S1. Marlow, Qtt*., 574. 
Marlton, N. J., 390. Marmande, Er.f 552. 
Marseilles, Er., 698. •Marshall, Mich., 
324, 785. •Marshall, Minn., 787. •Mar- 
Shalltown, la., 787. Marshfield, Ms., X13. 
MarUnsburg, N. Y., sox. •Martinsburg, 
W. Va., 242, 244, 300, 303, 344-5, 349, 388, 
495-8, 590, 7S2. Martinsville, N. Y., 2x7. 
Manilam, AT. 5". fV., 564-6. •MarysTiUe, 
Kan., 485. Marysville, Fur/., 560. Mask- 
inonge, Qm., 575. MassUlon, O., 487, 501, 



6(25, 637-S, 785. Masterton, N. Z.^ 56$^ 
Maune, Qtie., 329. Matlin, Uuh, 477. 
Mattituck (L. I.), N.Y., 150, isaj 155. Mat- 
toom. 111., 489. *]Iaiieh Chunk, Pa., 220, 
a99. 34a. 53o» 779- Mayfield, Cal., 492. 
Mayenoe, Ger.^ 545. ^ICayiville, Ky., 30, 
3*. 39, a33-5f 5o«, 590- •MayvlUe, N. Y., 
206, 223, 488, 587. Mazinan, Rm.t 571. 
*Meadville, Pa., 779. Meaford, CTm/., 316. 
Kecbanlesborg, Pa.,779. Mechanicsville, 
Md., 376. MecbAniosTllle, N. Y., 190, 
192. Hechanios'vUle, Pa., 341. *Media, 
Pa., 390. Medina, Kan., 485. Medina, 
N. Y., 217, 222. ^Medina, O., 501, 785. 
Medina, Ont.^ 332. Medford, Ms., 516, 
768. Meiningen, Ger,., 552. Melbourne, 
Otd.t 331. Melbourne, Viet.^ 5S9^» 570i 
65*1 654, 695-6, 706, 793. Melpetas, Cal., 
490. Melton Mowbray, ^»^., 547. *Meni- 
phlS, Tenn., 628, 632, 654, 670, 783. Mend- 
ham, N. J., 173. Hendota, III., 479* 
Kanekatmee, Wis., 787. Meningie, 5*. 
Aua., 560. Menlo Park, Cal., 49a. Mentor, 
O., 785. *Mereer, Pa., 779. Merchant- 
Tille, N. J., 39a Merlden, Ct., n, 28, 31, 

iiOi i»8, i33-5t »37-8» M9f »9'f »5«>-»» 377» 
510, 5S1, 610, 769. Meredith, Vki.^ 559. 
Merion Square, Pa., 389. Merioneth, Eng.^ 
645. Karriok, Ms., 768. Merrick (L. I.), 
N. Y., 152. Merrimac, Ms*, 768. Merritt- 
ville, N. J., 171. Merv, Rus.^ 570. Meshed, 
Per., 57o>i. Meshoppen, Pa., 32, 219. 
Metcalfe, Ow/., 327. Meteghan, N. S.^ 283-4. 
Metnchen, N. J., 167, 377. Metx, Grr., 
599. Mexico, .Mrjr., 790. Mexico, Pa., 
244. Mayendale, Pa.| 244. Mianus, Ct., 
248. *Middlelrai7, Vt., 197, 578-9. Mid- 
dle Forge, N. J., 170. lOddileport, N. 
Y., 117. Middleport, Pa., 342. Middlesex, 
Vt., 57S. •ICddletown, Ct, 769. Mid- 
dletown, Ind., 236. Middletown, la., 484, 
485, 486. Middletown, N. Y., 198, 340, 
4989 587, 772. Middletown, O., 785. 
lOddletOwn, Pa., 345, 351, 496. Middle- 
town, R. I., 108, 581. Middleville, N. J., 
i6a. Midway, Va., 349, 495. Mifflin, Pa., 
244, 499- Milan, //., 552, 79a. MUford, 
Ct., no, i34> 138, i4o> I4ai 249. Milford, 
Bng., 546. Milford, Ms., 768. MUford, 
N. H., 979, 766L *Mllford, Pa., 164, 198, 
a99* SS7> 779' Millbank, OfU.^ 325. Mill- 
brae, CWl, 49>-3* MUlbridge, Me., 274. 
ly N. J., 16a, 164, 17a, 175. MIUp 

bury, Ms., 109, 768. Mill Gty, Ner., 476. 
MUi Creek, Pa., 389. MUlersborg, Ky., 
233- MUler*e Falls. Ms., 768. Miller's 
Sution, Ind., 479. MUleretown, Pa., 385. 
MlUenvUle, Pa., 779. Millerton, N. Y., 
188. Mill Grove, N. Y., 217. Millhaven, 
OtU., 325. MUltown, Me., 266. Mill Vil- 
lage, N. S., 293. MUlville, Ms., 109. 
Mlllvllle, N. J., 390, 520, 777. Millwood, 
Pa., 494. Milton,* Ms., 29, I02, 517, 768. 
Milton, N. H., 577. Milton, N. Y., 172. 
Milton, Vt., 500. Milton Falls, N. H., 577. 
Milton Lower Falls, Ms., 58, 106, 109. *Mil- 
wankee, Wis., 259, 487, 501, 519, 524, 595, 
628, 643, 787 Mine La Motte, Mo., 787. 
Mineola (L. I.), N. Y., 151, 153. *Mlnnie- 
apoUs, Minn., 324, 530f 595» 628, 787. 
Miramarc, ^atf/., 552. Mirfield, fxi^., 792. 
MlahawakA, Ind., 479. Mitchell, Omt., 

ao4, 3«3, 3M» 3»7i 3*4, 33*. Mittagong, 
//. S. ff^., 561, 564-6. Mittineague, Ms., 
120, 122-3. *Moblle, Ala., 2. Molina, 
in., 479, 489, 787. Moncton, AT. B., 598. 
Monmouth, Eng.^ 539. *M(niinontli, IIL, 
787. *MonmouUl, Or., 788. Mono Cen- 
ter. On/., 316. Monroe, N. J.« 163. Mon- 
roeville, O., 488. Monson, Me., 574. 
Montauk (L. I.)i N. Y., 155. Montelair, 
N. J., 160-2, 167, 777. Monterey, CaL, 490, 
492,494. Monterey, Ms., 488. Monterey, 
Pa., 385. •Montgomery, Ala., 6to, 627, 
670, 707> 783- Montgomery, N. Y., 198. 
Montioello, N. Y., sta Monticello, Va., 
35 1 • Montinagny, Qm., 328. Montowese, 
Ct, 133. 149. *Montpeller, Vt, 500^ 
578. Montpellier, Fr., 481, 699. Montreal, 
Que., 185, 187, 293, 326-8, 330-1, 333, 500, 
504, 575. $78. 59». 598» 634-5, 646, 669, 790. 
•Montroee, Pa., 594, 779. Montville, Me., 
574- Monument, Col., 477. Moolap, f^rW., 
559. Moonambel, f^ici.t 566. Moorea- 
town, N. J., 177-8, 390, 521, 522, 777. 
Mooreaville, Ind., 235. Mooresville, Pa., 
343. Moose River Plantation, Me., 574. 
Morecarabe, Eng-.f 645. Morehouseville, 
N. Y. , 2 1 1. Moretown, Vt. , 578. Moines, 
SnntM.f 545. Morpeth, Omi., 310, 315. 
Morris, Ct., 142. Morrlianla, N. Y., 96. 
•Morriatown, N. J., 30, 84, 163-4, 173, 175, 
333» 501, 610, 777. Mortlake, Eng., 646, 
792. Mortlake, Kiir/., 559161. Moscow, la., 
479. Moscow, J?itf., 79s. Mosholu, N. Y., 
78. Mott Haven, N. Y., 73. Mouitain 


ViSW, Cat, 49a, Mountain View, N. J., 
165, 169-70. Ml Carboo, Pa., 34a. Mt. Car- 
md, Ct., 134-s, 349> 486, 581. *Mt. Gus 
BI0I, IlL, 486, 787. Mt Crawford, Va., 
346. Mt. Desert, Me., 130, 374-7, 379, a8i, 
5H-13, 5*5. 573- Mt. Eden, CaL, 493. Mt. 
£deo, Ky., 336. Mt. £phraim, N. J., 390, 
53a. Mt. Forest, (hU.t 316. Mt. Gambier, 
VicL, 560. Mt. Hennon, N. J., 164. Mt. 
Holly, N. J., 777. Mt. Hope, N. J., 164. 
Mt. Hope, Ont., 332. Mt. Jackson, Va., 
346,348, 382-3. Mt. Joy, Pa., 496. Mt. 
Kisko, N. Y., 76, X87. Mt. Morris. N. Y., 
58, 313. Mt. Fleassnt, Pa., 339, 779. Mt. 
Pulaski, IIL, 485. Mt. St. Vincent, N. Y., 
78, 80. Mt. Saiem, Ont.^ 331. Mt. Sidney, 
Va., 346, 351-2, 486. Mt. Stewart, P. E. /., 
390-1. Mt. Uniacke, N. S., 387. Mt. 
Vernon, N. Y., 79, 138, 583, 773. Mt. 
Vernon, O., 501, 785. Mt. Vernon, (7n/., 
317. Mt. Vernon, Va., 376. Mt Washing- 
ton, Ky., 336. Much Wenlock, Emg:, 793. 
Mullica HiU, N. J., 390. Mumford, N. V., 
233. Mundaiioo, N. S. H^., '564. Munich, 
Ger., 481, 651, 697. Murcbison, I'^tei., 563. 
Murphy's Comers, Omi., 333. Murray, 
N. v., 333. Mustapha Paslia, 7»r., 483. 
Kyerstown, Pa., 343, 610, 779. 

Nagasaki, /a/., 573. Nancy, Fr.^ 139, 480, 
545. Nanuet, N.Y.,586. *Nap&, Cal., 490. 
Napanee, Oni., 319-23, 324-5, 506. Naper^ 
vUle, III., 479. Napier, ^^. Z., 568. Naples, 
/<., 55X-2, 600. *Napoleon, O., 479- Nar- 
racoorte, Tic/., 560. •Nashua, N. H., 128, 
137. 500. 507-8. 575» 637, 643, 766. •Kashp 
ville, Tenn., 331, 353, 500, 595, 597, 783. 
Nassau, N. Y., 479. Natick, Ms., xix-is, 
1T4, 208. Natural Bridge, Va., 348-51, 525, 
610, 782. Naugatnck, Ct., 141, 582. Na- 
\enby, Enjir-t 539- Navoo, Ottt.t 332. NazSr 
reth. Pa., 779. Needham, Ms., 29, 33, 768. 
Neenah, Wis., 787. Negaonee, Mich., 785. 
Nenagh, /rr., 546. Nevis, N. Y., 196. •New 
Albany, Ind., 335, 486, 595. New Albion, 
N. v., 223. New Almaden, Cal., 789. New- 
ark, Eftg^., 539-4«- •Newark, N. J., 39-33, 
5«-a. 55. 58, 83, 84, 12 X, 156, 159-60, X62-4, 
166-70, 172, 174-5, 177. ao7, a^o, 3»7. 37». 
387-8, SOI, 509- xo, 583-4, 587-9, 610, 632, 654, 
669, 7II-X3, 777. •Newark, O., 785. New 
Haden, lU., 485. New Brighton (S. I.), N. Y., 
32, 156. NewBritsln, Ct, ia8, 134, 136-8, 
14a, I45f «49» »50. 377, S*»-«. 77©. •New 

Bmnswick, N. J., 167, X73, 343. 377. 499. 
777. Newbuzg, Ind., 237. •Newborgh, 
N. Y., 74, I2X, X46, 171, X94, 197, 340, 498, 
582, 610, 702, 772. Newbury, Eng^., 567. 
•Newburyport, Ms., 101-2, 512, 518. New 
Castle, Ala., 783. Newcastle, CaL, 476. 
Newcastle, Del, 533. Newcastle, Eng., 
599, 642, 644, 646-7. •New Castle, Ind., 336, 
786. Newcastle, Ont., 319-20, 325. •New 
Castle, Pa., 779. Newcastle-on-Tyne, £11^., 
554, 646, 687-8, 79a. New Concord, O., 245, 
485. New Dorp (S. I.), N. Y., 158. New- 
field, N. J., 522. Newfoundland, N. J., 6x0^ 
777. New Hartford, Ct, X43-5. *New 
Haven, Ct, 12, 27, 30-3, 50, 54, 61, 99, 113, 

137-8, X32-6, X38-40, 142, 144-5, m8-9, «5«, 
X71, 346, 349-50. 377-8. 39». 394. 398-9. 4ox, 
404, 435. 438, 464-5. 5o«. 5«o-". 5"-3. 58i-a, 
593. 627, 643, 7*2. 770- Newhaven, Em^., 

480. New Haven, Ky., 229, 234. New 
Holland, Pa., 486. New Huriey, N., Y., 
X98. Newington, Ct., 136-7, 250. New Leb- 
anon, N. v., 488. New Lenox, Ms., 148. 
•New London, Ct, 32, 85, X29-3X, 145, 
X48. X50, X53, 58X, 593, 597, 6x0. New 
Longbach, Atts/., 481. Newmarket, Eng., 
539. Newmarket, Md., 377. Newmar- 
ket, Oft/.f 316, 789. New Market, Va., 
344, 346-8, 351, 381-3, 388, 495. 498. New 
Milford, Ct., X43, 582, 770. New Milford, 
Pa., 341. •New Orleans, La., 2, 140, 500, 
50X, 537, 595, 597, 628, 654, 670, 783. New 
Oxford, Pa'., 351, 486, 495. New Paltz, N. 
v., 198. New Philadelphia, Pa., 342. New 
Plymouth, A^. Z., 568-9. Newport, Del., 
372. •Newport, Ky., 590, 784. Newport, 
N. H., 500. Newport, Pa., 496. •New- 
port, R. I., X2, 24,28, 3»-3.37. >o8, 150, 5»6, 
523, 526, 5SX, 615-6, 625, 800. Newport 
News, Va., 595. Newportville, Pa., 377. 
New Preston, Ct., 770. New BocheUe, 
N. v., 9x, 138, 247, 637, 773. Ncwry, Eng^., 
792. New Saruro, (7«/., 331. NewTacoma, 
Wash., 7S8. 'Newton, la., 479- Newton, 
Ms., 31, 185, 517, 530, 63 X, 768. *Newton, 
N. J., 777. Newton Corners, N. Y., 2x1. 
Newton Lower Falls, Ms., ixr, 114. New* 
tonville, Ms., 63 x. Newlonville, Oni.f 3x9, 
325. Newtown, Ct, 15 X, 583. Newtown (L. 
I.), N. Y., 5S, 90. Newtown, Px, 345- New 
Utrecht (L. I.), N. Y., 90. Neusatz, Serv., 

481. 'New York City, N. Y., 3, xi, la. 
*5-6, 2% 3«-3i 38, 43, 46-7, 5«. 53-4, 64-6, 8a, 



84-5, 87-92, 94-7i 99i »<»» »o5» '09» "2-3, 
128, 132, 138, 150-9, 166, x68, 171, 177, 183, 
187, 189-90, 193, 197-8, 207, 209, 234>>38i *4»i 
Z46, 249, 252, 258, 264, 275, 279, 288, 296, 
"98, 30s, 308, 3«*> 3ao, 323, 33«» 345» 350| 
352-6, 363-70. 37a. 374, 377-81 384, 388, 391, 
399, 402-4, 407, 427-38, 448-54, 45*^, 464-6, 
469, 472, 474, 481, 4S7, 494, 499-5o»» 504, 5«Oi 
522, 524. 5^70, 572, 582-8, 592-4, 597, 610-1 1, 
615-20, 625-'*, 643, 654-7, 659, 662, 667, 672, 
678,680,687,700, 706, 708, 71 1-2, 728,730, 
733, 772-5, 799. New York Mills, N. Y., 

336. Nezmely, ^iM., 481. Niagara Falls, 

N. Y., v., 12, 28, 31, 50, 52, 55, 199, 202-4, 
2x4,216, 223, 232, 293, 296, 315, 317, 323-5, 
33<, 333, 382, 4S8, 500-1, 582, 586, 593, 6io, 
775. Niantic, Ci., 130. Nicetown, Pa., 377. 
Nilcs, N. Y., 223. Niles, O., 594, 785. 
Nisch, Serv.j 4S1-2. Nbhapoor, /Vr., 571. 
Nissouri, Oni.f 332. Noank, Ct., 770. 
Noblesboro, N. Y., 2 1 1. *Noblesville, Ind., 
625, 786. Norfolk, Ct., 143-4, 700. Nor- 
folk, Va., 352, 782. Nonnandy, Ky., 236. 
Nonnan's Cross, Eng.^ 532, 539, 541, 553.4. 
*Norriatown, Pa., 389, 779. N. Adams, 
Ms., 193-4, 500, 700. N. AdeLiide, S. Aus., 
SfiOf 793* N. Amherst, Ms., 120. North- 
ampton, Exg"., 539, 792. ^Northampton, 
Ms., 31, 1x4, xx8-2r, 127, 183, X9t, 324, 610, 
7^ N. Andover, Ms., 76S. N. Anson, 
Me., 574. N. Becket, Ms., 121. N. Bend, 
Neb., 478. N. Blandford, Ms., 121, 208. 
Horthboro, Ms., 29, 51, 103, ixx, 113-4, 
"7, S<4' Northbridge, Ms., 109. N. Cam- 
bridge, Ms., 103. N. Canaan, Ct., 143. N. 
Collins, N. Y., 223. N. Conway, N. H., 
576-7. N. Creek, N.Y., 211. N. Dighton, 
IL I., 5S1. N. East, Md., 782. N. East, 
Omi., 313. N. East. Pa., 50, 205-6, 37X. N. 
Easton, Ms., 581. Northfield, Ct., 142. 
Northfleld, Ms., 517. Northfield, N. J., 
'63, 175. Northfield, Vt., 578. N. Fork, 
Ky., a33. N. Fork, Va.. 38a. N. Hadley, 
Ms«, 579. N. Hatfield, Ms., 31, 1x9, 182-3. 
9. Haven, Ct., 133-5. N. Hoosick, N. Y., 
193. N. Lisbon, N. H., 576. N. London, 
Ev-» 534f 543- N. Otselic, N. Y., 337. N. 
Petersburg, N. Y., 193. N. Pitcher, N. Y., 

337. N. Platte, Neb., 478, 489. North- 
port (L. I.), N. Y., 151, 158. N. Pownal, 
Vl, 193. N. Eandolph, Vt., 578. N. 
Shields, Em^., 645-6, 79^ N. Turner, Me., 
$74. N. Vallejo " ' ^ville, 

N. Y., X55, SIX. N. Walpole, Ms., 107. 
N. Walsham, £»^., 646. N. Weare, N. 
H., 500. N. Wilbraham, Ms., xio, 1x7. 
Norwalk, Cl, 139, X43, 248, 657. ♦Nop- 
walk, O., 488, 785. Norway, Me., 574, 
Norway, Oftf., 319. ^Norwich, Ct., 129-30, 
593, 770- Norwich, Eng:^ 538-9, 683. Nor- 
wich, N. Y., X51, 336. Norwich, O., 245. 
Norwich, Oftt.f 332. Norwood, Ms., X07, 
376. Norwood, N. Y., 775. Norval, OmL, 
3XS-X9. Notre Dame du Portage, Que., 329- 
30. Nottingham, £»g., 539, 553, 646-7. 
Nukhab, Ptr., 57X. Nmida, N. Y., 214. 
Nyack, N. Y., 30, 32, 51, 75, 80, 198, 586-7. 
Oakfield, N. Y., 222. Oak Hall, Ky., 
233. Oakham, ^M'^., 539. *Oakland,Cal., 
473, 490, 492-3, 789- Oakland, Ind., 485. 
•Oakland, Md., 487. Oakland, N. J., 170. 
Oakvills, Ct., 142. Oamarti, AT. Z., 794. 
Oberkirch, Gfr., 48X. Oberlin. O., 501, 785. 
Ockham, Eng., 547- Oconomowoo, Wis., 
50f. 'Ogallala, Neb., 478, 489. *Ogden, 
Utah, 475, 480, 788. Ogdensburg, N. Y., 
48, 296, 29S, 303, 317, 326, 333, 582, 594. 
Ohinemutu, JV. Z., 567. Ojata, Dak., 788. 
Okehampton, Eng"., 536, 554. Old Ham- 
burg, Ky., 236. Old Lyme, Ct., 13 1. Old 
Orchard Beach, Me., 575. Glean, N. Y., 
208, 222-3, 775. Olmstedvllle, N. Y., 211. 
*Omaha, Neb., 475, 478, 480, 489, 628, 788. 
Onehunga, A^. Z., 568. Oneida, N. Y., 28, 
3x, 201-2, 208, 2X2, 220, 336, 479. Opem- 
gasse, Aust.,(iAS' Ophir, Cal., 476. Oporto, 
Port., 599. Opunake, N. Z., 569. Oramel, 
N. Y., 2x7. Oran, N. Y., 336. Orange, 
Ind., 786. Orange, Ms., 114, 579, 768. 
Orange, N. J., 27, 29, 30, 33, 51-2,82, x6i-4, 
«74-5, 207, 220, 509, 584, 588-9, 610, 678, 711, 
777. ^Grange, Va., 348. Grange Valley, 
N. J., 777. Orangeville, 0/ii., 316. Oran- 
more, /rr., 645. Oregon, Pa., 387. Orillia, 
Ont., 316. Oriskany, N. Y., 2ox, 210. •Or- 
lando, Fior.f 783. Orleans, Fr.^ 558. Oro- 
no, Me.,515. Grrvllle,0., 785. Orwcll,c?«/., 
331. Orwigsburg, Pa., 342, 498, 779. Oshawa, 
Ottt., 319. *GBhko8h, Wis., 787. 'Gska- 
loosa, la., 643, 787. Osprey, Ont., 318. 
•Ossipee, N. H., 575-7. Ostend, Bel., 522, 
551, 599. Oswego, 111., 479- •Oswego, 
Kan., 788. •Oswego, N. Y., 2x9, 333, 775. 
Otego, N. v., 775. Otis, Ms., X2I, 479. 
Otisville, N. Y., 34a •Ottawa, Kan., 788. 
Ottawa, Oni., 31a, 327-31, 635, 789. *Gtter- 



vUle, Mo., 485-6. *Ottiixnwa, la., 672, 
787. Overbrook, Pa., 389-90. Ovid, Mich., 
687, 785. *Owexi8boro, Ky., 590, 784. 
Ow0880, Mich., 785. Oxford, Eng.y 533, 
539. 5M, 646. Oxford, Md., 486, 593, 782. 
Oxford, Pa., 386, 388. Oyster Bay (L. I.), 
N. Y., 151. 

*Padllcah, Ky., 590, 784. Pahiatau, A^. 
Z., 568. Paignton, Eng.^ 551, 792. Painted 
Post, N. Y., 2i8. Paisley, Oni.^ 315. Pa- 
lenville, N. Y., 188, 498. Palermo, Me., 
574. PaliBJUle, Nev., 477. Palmer, Ms., 
110,117, 128, 181,208, 479, 768. Palmyra, 
Ind., 235. Palmyra, Pa., 343. Palo Alto, 
Cal., 492. Panama, N. Y., 587. *PaoU, 
Ind., 235, 237. Paoli, Pa., 378, 388-9. Par- 
adise, Pa., 496-7. Paradise, R. I., loS. 
Paradox, N. Y., 211. Paris, />., 2, 99, 280, 
403, 406, 426, 448, 458-9, 480, 545, 551, 558, 
586,611,645,651, 698-9, 792. *Pari8, 111., 
485-6. 'ParlB, Ky., .233-5. •PariB, Me., 
515, 765. Paris, Ont., 317, 325, 332. Park- 
ville (L. I.), N. Y., 775. Parrsboro*, N. S., 
289. Parsippany, N. J., 163, 207. PassaiC, 
N. J., 169, 777. Patchogue (L. I.), N. Y., 
«5o» «S3-5- •Paterson, N. J., 30, 33, 84, 164- 
70, 216, 588-9, 777. Pan, Fr., 558, 651, 699, 
79a. Paulus Hook, N. J., 168. Pavilion, 
N. Y., 222. Pawling, N. Y., 188. Paw- 
tnoket, R. I., 106-9, 580-1, 628, 769. Pax- 
ton, Ms., 579. Peconic, N. Y., 775. Pe- 
cowsic, Ms., 580. PeekskUl, N. Y., 194, 
6*7. 775. Pekin, CAi., 570. Pekin, N. Y., 
122. Pelham, N. Y., 247. Pelton*s Cor- 
ners, Oai., 332. Pemberton, N. J., 777. 
Penfield, Pa., 610, 779. Ponacook, N. H., 
577. Pennington, N. J., 173. Penrith, 
^f'i'-t 536. Penryn, Eng., 646. Penshursl, 
KrW., 563. Penzance, Eng., 554-5. 645. 
*Peoria, 111., 489, 501, 787. Pepperell, Ms., 
ia8. Phre Marquette, Oh/., 595. Perry, 
Me., 261. Perry, N. Y., 222. Perrysburg, 
N. Y.,223. Perrysburg, O., 479. Perrys- 
viHe, Pa., 372-3, 377. Perryville, Kan., 485- 
6. Perryville, Ky., 226-9. Perryville, N. 
Y.,i88. Perth, (?«/., 327. Perth, Scot, si^, 
556. Perth, yew., 563. Perth Amboy, N. 
J., 155, 158, 377, 777. Peru, Ms., 121. Pes- 
cara, //., 552. Pesth, f/un., 551. Petalnma, 
Cal,, 490, 789. Peterboro, Eng., 538-9, 541, 
557-8. Peterboro, C?«/., 598. Petersburg, N. 
Y.,193. Petersburg,C)«/.,3i7. *Peter8burg, 
Va., 351. Petersfield, Eng., 544. Peters- 

thai, Ger.f 481. Peterwardein, Slav., 481. 
Pfalzburg, Ger-^ 4S0. Philadelphia, N. Y., 
334. *Philadelphia, Pa., 29-33, 158, 164, 
168, 172-3, 175, 177-8, 220, 237, 242,344-5. 

258» 303, 35». 354, 37a, 377-8, 388-9, 406, 
426, 434, 453-4, 457, 485, 487, 494, 49^S«>, 
504, 521-2, 526, 530, 574, 577-8, 581,584-5, 
589, 593-4, 596, 60s, 6x0, 618-20, 624-8, 643, 
652, 654-5, 660, 674, 677-9, 686, 779-80. Phil- 
ippopolis, Roum., 481. Philipsburg, Pa., 
341. Phillipeburg, N. J., 173. Phoenicia, 
N. Y., 49S. Pickering, Ont, 317. Picton, 
N. S. JV., 565-6. Pictou, //. S., 2S9, 592. 
Piedmont, O., 487. Piedmont, Wyo., 477. 
Piermont, N. Y., 80-1, 586-7. Pierrepont 
Manor, N. Y., 335. Pigeon Cove, Ms., 512. 
Pike, N. Y., 216. Pike, Oni., 322. Pira- 
lico, Eng., 645. •Pine Bluff, Ark., 610, 
783. Pine Bluff, Wyo., 478. Pine Brook, 
N. J., 84, 162-70, 207. Pine Grove, Pa., 
498. Pinneo, CoL, 501. Pinos Altos, N. 
Mex., 788. Pipersville, Pa., 497. •Pipe- 
Stone, Minn., 787. Pirot, Serv., 481. Pisa, 
//., 552. Pitman Grove, N. J., 390. •Pitts- 
burg, Pa., 485. 495 A 530, 587, 594-6, 
672, 780. •Pittsfield, Ms., 112, 121, 126, 
144, 148, 170, 188, 197, 500, 700, 76S. Pitts- 
field, N. H., 577. Pittsford, Vt., 579. 
Pittston, Pa., 30, 32, 341. Pittstown, 
N. Y., 193, 219, 220. Plainfield, N. J., 
164, 172, 177, 388, 777. Plainville, Ct., 
137, «42, M5, *5o. 58a- Piano, 111., 479. 
Plantagenet, Qiu., 328. Plantsville, Ct., 
250, 770. •Plattsburg, N. Y., 186, 211, 
775. •Plattsmouth, Neb., 478. Pleasant 
Corners, Pa., 342. Pleasant Gap, Mo., 787. 
Pleasant Hill, Ky., 226. Pleasant Valley, 
N. J., 32. Pleasant Valley, Pa., 341. 
Pleasantville, N. Y., 96, 187. •Plum Creek, 
Neb., 478, 480, 489. Plymouth, iFw^., 645-6. 
•Plymouth, Ind., 786. •Plymouth, Ms., 
112. •Plymouth, N. H., 576-7. " Podunk," 
607. Point Claire, Que., 328. Point Fort- 
une, Que.f 328. Point Levi, Que., 330, 575. 
Point of Bocks, Md., 51, 241-2. Pomp- 
ton, N. J., 30, 164-70. Pont-a-Mousson,^r., 
139. Pontoise, Fr., 558. Pontook Falls, 
Me., 576. Pontj'pridd, Eng., 683, 792. 
Poplar Hill, Oni., 332. Poplar Springs, 
Md., 349. Portage, N. Y., 30, 214*7, 222, 
582. Port Arthur, Oni., 789. Port Burwell, 
Oni., 331. Port Carbon, Pa., 342. Port 
Chester, N. Y., 54, 73, 75, 79, 91, 139, 247-8, 



5S2, 5S7. Port Clinton, Pa., 299, 342. Port 
Deposit, Md., 372-3, 377. Port Dickinson, 
N. y., 338. Port Dover, Om^., 332. Port 
Elizabeth, 5". ^/, 696. Port Elgin, 0«/., 
304. 3 1 5f 33 ' > 340. 789- Port Hastings, J\^. S., 
289. Port Hawkesbury, AT. .^., 289-^0. 
Port Henry, N. Y., 211, 775. Port Hope, 
<?»/., 3»9i 324-5, 530- •Port Huron, Mich., 
33». 595- Port Jefferson (L. I.), N. Y., 
158. Fort Jervis, N. Y., 28, 31, 46, 189, 
198, 207, 219, 296, 298-9, 305, 307-8, 340, 378, 
497, 501, 510, 582, 587, 610, 775. Port Kent, 
N. v., 211. Portland, Ky., 235. •Port- 
land, Me., Ill, 257-60, 268, 273-5, 279-80, 
503, 5*5-6, 573-5, 592, 594, 596, 610, 616, 627, 
766. Portland, N, Y., 206, 775. Port- 
land, Or., 492, 788. Portland, Pa., 164. 
Port Latour, J^T. S., 288. Port Mulgrave, 
M S., 289. Port Republic, Va., 347-8. 
Port Hichmond (S. I.), N. Y., 84, 156-8. 
Port Rush, /re., 499, Port Ryerse, Oni., 
332. Portsmouth, £ng^., 539, 547, 636, 645, 
647, 792. ^Portsmouth, N. H., 12, 29, 31, 
33, 101-2, 112, 192, 334, 500. 506-7. S»2, 5*6, 
575. 577i 6io, 766. *Port8mouth, O., 785. 
Portsmouth, O/tt, 325. Port Stanley, (?«/., 
331. Portville, N. Y., 223. Potter, Neb., 
478. Pottersville, N. Y.,2ii. Pottstown, 
Pa., 35'. 484, 486, 578, 780. •PottBville, 
Pa-, 296, 343, 498, 780. 'Ponghkeepsie, 
N. Y., 29, 31-3, 99, 121, 142-3, 146-7, 171-2, 
188, 194-8, 404, 498, 5»o, 523, 582, 775. 
Powell's Gap, Va., 348. Prague, Ausi., 
552, 697. Prees, Eng., 536. Prescott, (?«/., 
296-8, 301, 317, 326-7. Pressburg, Hun., 
4«i, 55'- Preston, Eng., 536-7, 556, 645. 
*Freston, Minn., 787. Preston, O., 785. 
Preston, Ont., 317. Priest's, Cal., 491. 
"Princeton, III, 479, 489, 787. •Prince- 
ton, Ky., 784. Princeton, Ms., 610, 768. 
Frinoeton, N. J., 377, 434, 777. Princeton, 
Ont.^ 324. Proctor, Vt., 579. Profile House, 
N. H., 577. Promontory, Utah, 477. 
Prorapton, Pa., 339. Prospect, Ber., 361. 
Prospect, Ind., 235. Prospect, N. Y., 
aro. Provins, Fr., 480. Providence, Ind., 
235. •Providence. R. I., 12, 85, 104-9,378, 
523, 581, 593, 597, 607, 628, 643, 769. Pugh- 
town. Pa., 496. Puhoj, N. Z., 567. Pu- 
Isskl, Pa., 335. Ponzsntawney, Pa., 610, 
780. PBrDen«31e« Vau, 497. Putney, Vt., 

Quarry, Utah, 

477. Quebec, Que. , 293, 297-8, 327-33, 574-5, 
578, 592, 598. Queensciiffe, Viet., 560. 
Queensville, OtU., 316. Quincy, Ms., 106, 
109. Quogue(L. I.), N. Y., 154-5. 

Rahway, N. J., 158, 167, 172, 678, 778. 
Ramscys, N. J., 169. Ramsgate, Eng., 599. 
Randall Bridge Comer, N. Y., 223. Ban- 
dolph, N. Y., 215, 223, 775. *Bawlin8, 
Wyo., 475, 478, 480. *Bavenna, O., 785. 
Bavenswood (L. I.), N. Y., 91. Raymer- 
town, N. Y., 193. Ray's Hill, Pa., 485. 
Beading, Ms., 768. Beading, Pa., 242, 
296, 299, 302-3, 342-3, 387, 389, 522, 578, 596, 
780. Keadville, Ms., 27. Reanistown, Pa., 
387. Bed Bank, N. J., 778. Redbum, 
Eng.^ 539. Redding, Ct., 138. Redditch, 
Eng., 646, 792. Redfern, N. S. W.^ 565, 
696, 793. Bed Hook, N. Y., 196. *Bed- 
WOOd City, Cal,, 492. Reilly's Crossing, 
Que.,i2S. Beistertown, Md., 377. Relay, 
Md., 377. *Beno, Nev., 476-7, 492. Rens- 
selaer Falls, N. Y., 334. Beynoldsbnrg, 
O., 245, 485. Rezonville, Er., 599. Bhine- 
beck. N. Y., 29, 194-6, 198, 378, 49s. 
Ricely, Eng., 539. Blclunond, Ind., 488, 
786. *Bichmond (S. I), N. Y., 157. Rich- 
mond, Ou/., 327, 332. Bichmond, Va., 228, 
347, 35*-2, 593» 628, 782. Richmond Hiil(L. 
1.), N. Y., 775. Richville, N. Y., 334. 
Ridgefield, Ct., 13S. Ridgefuld, N. J., 30, 
84, 165-6, 168, 778. Ridpevillc, Md., 377. 
Ridgeville, O., 479. •Bidgway, Pa., 780. 
Rigaud, Que., 328. Rimini, //., 552. Rim- 
ouski. Que., 329-30. Ripley, Eng., 537. 
Ripton, Vt., 578. Riverdale, III., 519. Riv- 
erdale, N. Y., 80. Biverhead(L. I), N. Y., 
31, 150, 152-5, 775. Riversdale, Out., 315. 
Biverslde, Cal., 491, 789. Riverside, N. 
Y., 211. Riverside, Va., 350. Riverton, 
Ct., 144, 770. Riviire Ouelle, Qtte., 328, 
330. Roach's Point, On/., 316. *Boanoke, 
Va., 350. Robbinston, Me., 261-3, 265-7, 
274, 279. Robesonia, Pa., 343. Bochester, 
N. H., 577-8, 610, 766. 'Bochester, N. Y., 
12, 198, 202, 215-7, 222, 320, 333, 488, 501, 
594, 775- Bockaway, N. J., 163, 170, 207. 
Rock Creek, Wyo., 478. Rock Enon 
Springs, Va., 495-7. Bockford, III., 787. 
Rock Glen, N. Y., 222. •Bock Island, 111., 
475. 478-9. 489, 595- •Boekland, Me., 279, 
5*5. 574- Rockland Lake, N. Y., 775. Rock- 
lin, Cal., 476. Bock Springs, Wyo., 477, 
643, 788. BockviUe, Ct., 770. RockviHe, 



Va., 347, 376. Roggen, Col., 501. Rome, 
III., 485. Rome, //., 2, 427, 552, 600, 700, 
713. Some, N. Y., 201, 3o3, 210-11, 336, 
594» 776. Romford, Eng.^ 792. *Roxnney, 
W. Va., 345. Eondout, N. Y., 340. Ron- 
neburg, Ger.^ 552. Roselle, N. J., 158, 778. 
Roseville, N. J., 509. Soslyn (L. I.), N. 
Y., 91, 151. Rothenburg, Cr^r., 481. Rother- 
ham, N. Z., 569. Rothrocksville, Pa., 387. 
Rotterdam, Hol.y 553, 599. Rouen, Fr.^ 
480, 698. Round Lake, N. Y., 378. Round 
Plains, Ont.t 332. Rowley, Ms., 29, 31, 
101-2. Roxbury, Ct., 143. Roxbmy, Ms., 
109, 114, 768. Royalton, Vt., 578-9. Roy- 
erville, Md., 4S6. Royston, Eng.^ 541. 
Ruggles, O., 7S5. *Bii8hTllle, Ind., 62S, 
786. Rushworth, Vict.^ 566. Russell, Ms., 
121, 2o3. BtlSSiaville, Ind., 786. Ruther- 
ford, N. J., 166-7, 778. ♦Rutland, Vt., m, 
29, 31, 119, 184-5, »9'-2» 194, 578-9. 594i 610, 
627,766. Rutledge, N. Y., 223. Ryckman*s 
Corners, (?«/., 332. Bye, N. Y., 247. Rye 
Beach, N. H., 512. Rye Patch, Nev., 476. 
Saalfeld, G«r.^ 552. Sabbath Day Point, 
N. Y., 186, 211. S.nckville, N, B.^ 790. 
*8aco, Me., 575. *3acramento, Cal., 476, 
491. Sadieville, Ky., 31, 51, 226. *Sage- 
ville, N. Y., 211. St. Albans, Eng.^ 539, 
553. St. Albans, Vt., 500, 766. St. Andre, 
Que.^ 330. St. Andrews, N. B.^ 274. St. 
Andrew's, N. Y., 196. St. Anne's, Que.^ 
326^, 330, 575. St. Armand, Que.j 500. St. 
Catherine's, Ont.t 324, 326, 634-5. 'St. 
Charles, Mo., 525. St. Charles, Ont.^ 323. 
*St. Clairsville, O., 245. •St. Cloud, 
Minn., 610, 787. St. Cloud, N. J., 163-4. St. 
Come, Qtu.^ 575. St. Fabian, Qtte.^ 329. St. 
Flavie, Que.t 329. St. Foy, Qtte.^ 330. 
St. Ga'.lsn, Switz.^ 792. St. George, Qtte.^ 
575. St. George's, Ber., 353, 355, 359, 362, 
610, 790. St. Gothard, SioUz.^ 552. St. 
Helena, Cal., 490. St. Helens, Eng,^ 558. 
St. Heliers, Eng.^ 792. St. Henry, Que.f 
575. St. Ives, Eng.^ 539. St. Jean Port, 
Qi*e.i 330. St. John, N. B., 274, 282, 293, 
635, 790. St. John, Oni.^ 312, 3x4. *St. 
Johns, Mich., 785. St. Johns, Qtte., 500. 
•St, Johnsbnry, Vt., 1S4, 192. St. Johns- 
ville, N. Y., 200, 20S. St. Joseph, Que., 
574-5. •St. Joseph, Mo., 595, 787. St. 
Joseph's, Oni.f 327-8. St. Lambert, Que.^ 
500. St. Louis, Mich., 785. St. Louis, 
Mo., a43i 3a»-3» 436» 48s-7f 5o»» 5*Sf 5a9» 

575. 594-5. 6a7-8. 632, 643, 652, 654, 671-a, 
677. 679, 787. St. Luce, Que., 329. St 
Mary's, Kan., 788. St. Mary's, Ont., 331-2, 
789. St. Matthew's, Ky., 236. St. Neotts, 
-^«^-. 539. 54«- •St. Paul, Minn., 486-7, 
595. 627. 788. St. Peters, C. B., 289. St. 
Peters, P. E./.,2gi. St. Petersburg, iPiw., 
2. St. Pierre, Qtte.f 330. St. Roch, Que., 
330. St. Simon, Que., 329. St. Stephen, 
M ^.,265-6. St. Thomas, Oni., 301, 312, 
3»4-5. 3»9. 330-1. 634-5, 785. St. Valier, 
Que., 330. Salamanca, N. Y., 206, 223. 
•Salem, Ind., 335. 'Salem, Ms., 16, 29, 
31, 101-2, 112, 512, 529, 673, 768. *Salem, 
N. J., 390, 521. *Salem, N. Y., 193. 
•Salem. Or., 788. •Salem, Va., 348. Sal- 
ford, Eug., 543, 792. •Salinas, Cal., 490, 
494. Salisbury, Ct., 147, 700. Salisbury, 
<^"i'-f 539i 645. Salmon Falls, N. H., 766. 
Salmon River, AT. S., 283. Salop, Eng., 
645. *Salt Lake City, Utah, 788. Salt- 
ville, N. Y., 222. Samarkand, Eus., 570. 
Sandhurst, l^ici., 562-3, 566, 612, 793. *San- 
du8ky,0., 595. Sandwich, 111., 479. Sandy 
Creek, N. Y., 335. Sandy Hill. N.Y., 189. 
Sandy Spring, Md. , 3 76. San Felipe, Cal. , 
489. 'San Francisco, Cal, 2, 48, 204, 397, 
43 «. 473-5. 480, 489. 492-3, 499. 570. 572, 595, 

625, 627-S, 633, 661, 672, 789. "San Jose, 
Cal., 489-94. 789- San Juan, Cal., 490. 
San Lorenzo, Cal., 490, 493. 'San Luis 
Obispo, Cal., 7S9. San Pablo, Cal., 475. 
•SanBafael, Cal., 490. Santa Clara, Cal., 
491-2. •Santa Cruz, Cal, 490-2. *Santa 
Fe, N. Mex., 594. •Santa Bosa, Cal, 490. 
Santee Agency, Neb., 78S. Saratoga, N, 
Y., 186, 192-3, 197-8, 2o3, 211, 378, 497, 523, 
578, 627, 776. Sardinia, N. Y., 222. Sarcn- 
grad, Slav., 481. Sarnia, Oni., 332. Sa»- 
seraw, Ind., 572. Saugatuck, Ct., 138-9. 
Saumur, Fr., 645. Saundersville, Ms., 109. 
•Savannah, Ga., 292, 592. Saverne, Ger., 
481. Savin Rock,Ct., 138, 400, ^o2. Saybrook, 
Ct., 132. Sayre, Pa., 780. Sayville (L. I.), 
N. Y., 12, 51, 54, 150, 152-3. Scarboro', 
Eng., 792. Scarboro', Ont., 316. Schells- 
burg, Pa., 485. •Schenectady, N. Y., 9, 

X2, 28, 32-3, 199-202, 2o3, 479» 488, 610, 776. 

Schenevus, N. Y., 776. Schodack, N. Y., 
29, 51, 190, 342, 510, 552. Schuylersville, N. 
Y., 74, 186, 190, 192, 246, 6ro, 776. Schuyl- 
kill Haven, Pa., 498. Scio, N. Y., 333. 
Sclota, Pa., 341. Scotch Plains, N. J., 173. 



Scotland, OtU., 332. Soott Haven, Pa., 780. 
*Seraatoil, Pa., 340, 501, 610, 780. Sea- 
bright, N. J., 7/8. Seabrook, N. H., 102. 
Seaiorth, (?«/., 31J, 315, 324, 332. Seal 
Harbor, Me., 276-7. Seanport, Me., 574. 
•Seattle, Wash., 78S. Sebringville, £?«/., 
317. Ssiitan, /Vr., 571. Selkirk, .Sr^?/., 556. 
Semendria, .S>rv.,43t. Semen's Gap, Va., 
348. Senate, N. Y., 208,212. Seneca Falla, 
N. Y., 2o3, 212, 776. Sennen, Eng.^ 555. 
Serra Capriola, //., 552. Setauket (L. I.), 
N. Y., fsS. Sevenoaks, Eug., 645. *Sew- 
ard. Nab., 485-6. Sewlckley, Pa., 780. 
Seymour, Ct., 140. Seymour, Vict.^ 564. 
Sezanne, Fr.^ 480. Shady Side, N. J., 81, 
83. Shaftesbury, Eng.y 536. Shaker.^, Ct., 
254. Shakars, Ky., 226-7. Shakers, N. Y., 
197. Shakespeare, Ont.t 316-7. Shanghai, 
C4/., 572. Shap Fells, Eng., 536. Sharing- 
ton, Qne.f 500. Sharon, Ct., 143, 147. 
Sharon, Ms., 27, 106, 109. Sharon, N. Y., 
21$. Sharon, Ont.f 316. Sharon Springs, 
N. Y., 197, 378. Sharood, /Vr*., 571. 
Shirpslrarg, Md., 384. Sheakleyrille, 
Pa., 780. Shed's Corners, N.Y., 337. Shecr- 
ness-on-Sea, Eng.^ 645. Sheffield, Eng.y 
S39, 557, 792. Sheffield, 111., 479. Sheffield, 
Ms., I43-I, 147, 579, 700. Shefford, Eng.^ 
646. Shelburne, N. S., 288. Shelburne, 
(?«/., 316. Shelby, N. Y., 222. «Shelby- 
▼ille, Ind., 78S. •Shelbyville, Ky., 232, 
236-7, 527. Sheldon, III., 787. Shellsburg, 
Pa., 485, 497-8. Shepherdstown, W. Va., 
234, 384, 610,782. *Shepherd8Yille, Ky. , 237. 
Sberbrooke, Que., 328. Sheridan, N. Y., 
223. Shsrifabad, Per., 571. Sherman, Col., 
477. Sherman, N. Y., 587, 776. Sherman 
Center, N. Y. , 5S7. Shippenebnrg, Pa. , 3 44. 
Shoemakersvills, Pa., 342. Shoreham, Vt., 
579. Short Hilb, N. J., 30, 162-3, '74* 
Shrere, O., 785. Shrewsbury, Eng., 539, 
554,642. Shrewsbury, Ms., 110, 113, 117, 
208, 514. Shrewsbury, N. J., 778. ^Sidney, 
Neb., 478, 4S9. Sidney, Jv, 5'., 289. •Sid- 
ney, O., 501, 785. Silver Creek, N. Y., 
50, 201-5, 3>3> 488, 610, 776. Silver Lake, 
N. Y., 222. Silver Spring, Md., 376. Sim- 
coe, OrU., 315, 331-2, S98. 6.14-6, 655, 677, 
789. Simpach, Atui., i$t. Simpeonville, 
Ky., 232, 216, 485. Simsbury, Ct., 123, 125, 
145. Sinelairyille, N. Y., 223, 776. Sin- 
gac, N. J., 84, 165- Siag Sing. N. Y., 76, 
194. *Sloiix Cl^, la., 787. Sivas, Tur., I 

48a. Sittingboume,^«^.,547, 79a. Sixteen 
Acres, Ms., 124. *Skowhegan, Me., 373-4, 
515. Sligo, Md., 349, 374, 376. Sloatsburg, 
N. Y., 171. Smithfield, Eng., 539. Smith- 
field, Ky., 236. Smith's, Ber., 79a Smiths> 
boro, N. Y., 219. Smith's Creek, Cal., 49a 
Smith's Falls, Oni., 327. Smith's Ferry, 
Ms., 31, 118-20, 126-7, 321, 579. Smith's 
Mills, N. v., 223. Smiihtown (L. I.), N. 
Y., 158. Smithville, Ky.,237. Smithville, 
N. J., 671, 778. Smithville, O., 245. 
Snakeshanks, Ttu., 563. Snicker's Ferry, 
Va., 383. Snydersville, Pa., 341. Sofia, 
Bvi., 481. 'Solon, Me., 573-4, 610, 766. 
Somerset, Ber., 358, 361. Somerset, Eftg., 
645, 646. •Somerset, Pa , 496. Somer- 
ville, Ms., 768. •Somerville, N. J., 164, 
«72. 3^7. 610, 733, 778. Somerville, Va., 
334. Sorel, Qtie., 328-9. Souris, N. S., 29a 
S. Abington Station, Ms., 512-3, 768. S. 
Amana, la., 479- Southampton (L. I.), N. 
Y., 155. Southampton, Ont., 315. 'S. 
Bend, Ind., 479. S. Bethlehem, Pa., 78a 
Southboro*, Ma. , 1 14, 514. S. Boston, Ms., 
768. Southhridge,Ms., 768. S. Bridge water, 
7Vw.,563. S. Canaan, Ct., 143. S.Canton, 
Ms., 109. S. Chicago, 111., 519. S. Deer- 
field, Ms., 119, 182-3. S. Dover, N. Y., 582. 
S. Egremoni, Ms., 148, 700. Southfield, N. 
Y., 171. S. Framingham, Ms., ai, 103, m, 
128,258, 513, 575, 768. S. Gardner, Ms., 
768. S. Hadley, Ms., 119-20. S. Hadley 
Falls, Ms., 120, 126, 580, 768. Sonthington, 
Ct., 139, 250. S. Jersey, Pa., 390. S. Kil- 
vington, Eng., 792. S. Lee, Ms., 148. S. 
Lyme, Ct., 130. S. Meriden, Ct., 134. S. 
Mountain, Md., 349. S. New Market, N. 
H., 575i 766. S. Norfolk, Ct., 143. S. 
Norwalk, Ct., 138^. S. Orange, N. J., 
160, 162, 509. S. Otselic, N. Y., 336-7. S. 
Oyster Bay (L. I.), N. Y., 150, 152, 154. S. 
Paris, Me., 574. S. Pitcher, N. Y., 337. 
S. Platte, Neb., 478. Sottthport, Ct., 138, 
139. S. Pownal, Vt., 193. S. B3yalton, 
Vt., 578. S. Scituate, Ms., 768. Southsea, 
■^V-* 599- S. Vallejo, Cal, 491. S. Ver- 
non, Vt., 183. Southwell, Eng., 539. S. 
West Harbor. Me., 574. South wick, Ms., 
121, 123, 125, 144, 146, 579. S. Yarra, yicf., 
S^3» 794. Spanish Point, Ber., 35^, 361. 
Sparkill, N. Y., 80, 5«6.7. •Sparta, Wis., 
787. Speier, Ger., 552. Spencer, Ms., 103, 
no, 1x4, 768. Spencerport, N. Y., 317. 



Sperryville, Va., 352, 379. Spezia, //., 55a. 
Spiegeltown, N. Y., 193. Spofford^s Point, N. 
Y., 96. ^Springfield, 111., 486, 501, 524,610, 
787. Springfield, Irt.f 546. *Springfield, 
Ky., 229-30, 234. * Springfield, Ms., 11-2, 
26-33,42,46, 58, 61, 103-4, loQ, 113-29, 138, 
144-6, 149. »5«f i7»-2, 179-831 »9«. »93-4, »96, 
208, 251-4, 259, 294-5, 321-3. 333. 353. 37», 
376.7, 388, 391, 400, 404, 470, 488, 491, 493. 
500-1, 508, 510, 519, 523-5. 527. 547. 569, 
579. 580-2, 593, 597, 603, 605, 607, 610, 617, 
619, 627-8, 631-3, 654, 660-6, 672, 67s, 677, 
679. 703, 706, 709-*o. 712, 722, 768. Spring- 
field, N. J., 164. 'Springfield, O., 245, 
485, 488, 501, 627, 785. Springfield, Ont.^ 318. 
Springfield, Vt., 766. Springvllle, N. 
Y., 157. Staatsburg, N. Y., 196. Stafford, 
Eng.^ 539. 792. Stafford, N. Y., 222. Staf- 
fordville, 0«/., 332. Stamboul, Tur.^ 482. 
Stamford, Eng.^ 539-4 >. 645. Stamford, 
Ct, 48, 138-9, 248-9, 582, 610, 770. Stan- 
ford River, Eng.^ 792. Stanhope, N. J., 
51,163, 173, 207. Stannardsville, Va.,348. 
•Stanton, Ky., 590. Stapleton (L. I.), N. 
Y., 156. Stark Water, N. H., 576. *Staun- 
ton, Va., 46, 48, 242, 296, 300, 305, 317, 335, 
345-5*. 376, 382-3, 35>8, 495, 497. 5«». 610, 782. 
Stawell, Vict.f 561-2, 565-6, 696. Stayner, 
C7«/.,3i6. Steelton, Pa., 244- Stemlers- 
ville, Pa., 341. *Steiibenyllle, O., 485. 
Stevenage, Eng.^ 54 1. Stiermark, Aust., 552. 
Stillwater, N. Y., 186, 190, 192, 610, 776. 
Stockbridge, Ms., 148, 510,700. Stockholm, 
Swe.f 700. Stockport, N. Y., 527-8, 776. 
•Stockton, Cal., 491-2. Stockton, Me., 
574. Stone, Eng., 480. Stoneham, Ms., 
769. Stoneham, Oni.t 330. Stonehenge, 
Eng.t 539. Stone House, Nev., 476. Ston- 
ington, Ct.,85, 593. Stony Creek, Ct., 132. 
Stony Kill, N. Y., 194. Stony Point, Ont., 
332, Stouffville, OfU., 316. Stow, Ms., 
579. Stowe, Vt., 579. Stoyestown, Pa., 
485. Strafford, N. H., 577. Strasburg, Ger.^ 
481, 545. 552. 697. Strasburg, Mo., 485. 
Strasburg, Va., 244, 345, 347-8, 350-1, 
610, 782. Stratford, Ct., 37, 138, 142, 249. 
Stratford, Eng., 645. Stratford, N. Z., 569. 
Stratford, Ont., 315, 317, 324, 332, 635. 
Strathallan, (?«/., 3x7. Strathbum, Ont., 331. 
Strathroy, OtU., 319, 332. Streetsville, Oni.^ 
318. StrenburE,i4K5/.,48x. *Stroudabnrg,- 
Pa., 296, 299, 302, 341. Stuart, la., 478. 
Stayvesant Landing, N. Y., 190, 192. 

Suckasunny, N. J., 164, Suez, Eg.^ 571. 
Suffem, N. Y., 169, 171, 192, 198, 5S2, 5^7, 
610, 776. SufSeld, Ct., 122-3, 125, 146, 770. 
Suisun, Cal., 475, 491. Sumnisrdaie, N. Y., 
587. Summerside, P. E. /., 290. Summit, 
Cal., 476. Summit, N. J., 669, 778. Sum- 
mit, Pa., 245. Summit Hill, Pa., 323. 
Summit Point, W. Va., 782. Sunderland, 
Eng.f 545, 645. Sunderland, Ms., 579. 
Surbiton, Eug.^ 551. Susquehanna, Pa., 
219, 296, 338, 7S0. Sutton, Ont.t 316. 
Swatnsville, N. Y.. 222. Swansea, Eng., 
645-6. Swedesboro, N. J., 390. Swift 
Run Gap, Va., 348. *Sycamore, 111., 787. 
Sydenham, Eng.^ 405, 792. Sydney, N, S. 
W., 561, 562, 564-6, 570, 652, 696, 793. 
Syosset(L. I.), N. Y., 151,530. *3yracuse, 
N. Y., 12, 30, 32-3, 44, 50-1, 201-2, 20S, 212, 
219, 298, 300, 305-6, 335-6, 343, 346, 479, 488, 
577. 594. 776* Szeksard, Hun.j 481. 

Tabbas, /'rr., 571. Tabreez, Per., 482. 
Ta-ho, CA/., 572. Tain, Scot., 645. Ta- 
kapo, N. Z., 56S. Talbot, (?«/., 332. Tal- 
bot, K<c/., 560. Tamaqua, Pa., 299, 302, 
342, 497-8. Tamworth, N. H., 576. Tan- 
nersvilb, N. Y., 188, 498. Tappan, N. Y., 
30, 80. Tara, (?«/., 315. Tarawera, N. Z., 
567. Tarcuita, yict., 561. Tariff ville, Ct., 
145. Tarrytown, N. Y., 27-32, 50-3, 75-80, 

9'.9S-9. >39. t7». 187, 193-5, »9S 258, 275, 
281, 343. 404, 582, 587, 610, 776. Tarsus, 
Per.f 482. Tartar Bazardjik, Roum., 481. 
Tashkent, Rus., 570. Tatham, Ms., 25a. 
Taunton, Eng.^ 554. *Taunton, Ms., 12, 
28, 31, 33, 106, 109, 511,769. Tavistock, 
Oni-t 3»5-7- Taylor, N. Y., 336. •Taylors- 
ville, Ky., 236-7. Taylorsville, Pa., 341. 
Taylorworth, Ont., 327. Tecoma, Nev., 477. 
Tecumseh, Oni., 301, 311. Teheran, Per., 
473-4, 480, 482-3, 570-1, 792. Telegraph, 
Mo., 525. Telford, Pa., 388-9. Temple- 
ton, Ms., 579, 769. Tcmpsford, Eng., 551. 
Tenafiy, N. J., 80, Terang, Vict., 559-61, 
563. Terrace, Utah, 477. *Terre Haute, 
Ind., 4S6-7, 595, 786. Tcrryvillc, Ct., 142. 
Thamesford, Ont., 324, 332. Thamesville, 
Ont., 331-2. Thomaston, Ct., 142, 770. 
*Thoma8vllle, Ga., 782. Tliompson, Pa., 
339. Thompsonville, Ct., 32-3, 122, 125, 
181. Thorudale, Ont., 332. Thomdike, 
Ms., 104, 117, 181. Thornhlll, Ont., 316. 
Thornton, N. H., 577. Thorold, Oni., 789. 
Thrapston, iETiv^., 540. Three Rivers, Ms., 



99, 104, XI 7. Three RiveiB, Qtu.^ 500. 
Throgg's Neck, N. Y., 74, 246. Thurso, 
Ont.^ 328. ITiurso, Scot.^ 555. Ticon- 
deroga, N. Y., 29, 51, 185-6, 211, 57S. 
Tiffin, la., 479, 48S. Tiflis, Rus.^ 571. 
TignUh, N. S., 290. Tilghman's Island, 
Md., 782. Tioga, P.i., 594. Tioga Center, 
N. Y., 219- TiskUwa, lU.. 489. Titus- 
▼ille. Pa., 610, 781. Tiverton, On/., 315. 
Tiverton, R. I., jo8. Tivoli, N. Y., 51a 
Togus, Me., 573. Tolchester, Md., 589. 
•Toledo, O., 479, 488, SOI, 595, 785. •Tol- 
land, Ct., 149. Tolland, Ms., 144. Tomah, 
Wis., 7S7. Tonjpkinsville (S. I.), N. Y., 32, 
iSSi 157- Tomsk, Hits., 570. Tonawanda, 
N. Y., 52, 203, 215, 217. *Topeka, Kan., 
594, 788. Torbet-i-Haiderie, /Vr., 571. 
Toronto, Oni., 300-1, 305, 315-30, 324-6, 331, 
333, 530. 593. 593, 633-5.669, 789. Torrlng- 
ton, Ct., 144. TottenviUe (S. I.}. N. Y., 
«55» «s8, 377. •Towanda, Pa., ii, 30, 32, 
219, 610, 781. *T0W80n, Md., 377. Tra- 
cadie. A'. S., 2S9. Tralee, /re., 695, 79a. 
Tremont, N. Y., 73, 583. Trenton, 111., 
48I •Trenton, N. J., 99, 164, 173. 5", 
610, 778. Trenton, N. y., 210, 582. Tren- 
ton, On/.f 319, 321, 323. Trenton Falls, N. 
Y., 30, 33, 210, 212, 334, 336. Trcxlertown, 
Pa., 387. Triangle, N. Y., 498. Trieste, 
Atut., 552. Trochsville, Pa., 341. Trois 
Pistoles, Que., 329-30. Trouville, Fr., 48a 
•Troy, N. Y., 85, 190-1, 208, 310, 378, 594, 
776. Tnickee, Cal., 476. Tmro, N. S., 
2^> 53^* 79^ Tubby Hook, N. Y., 7a, 80. 
Tubingen, Ger., 481. Tuckahoe, N. Y., 79, 
776. Tuckertown, Ber., 360. •TnCBOn, 
Aria., 789. Turners, N. Y., 587. Tumer'8 
FaIIs, Ms., 183. Tuscarora, N. Y., 214. 
Tuscarora, Pa., 342. •Tuskegee, Ala., 
783. Turin, //., 427, 552, 700. Tuxedo, 
N. Y., 587. Tuxford, Eft/j^., 540. Twin 
Mountain House, N. H., 577. Two Bridges, 
N. J., 169. Tyngsboro, Ms., 508. 

Uddsvalla, Sitfe., 599, 792. Uhlersville, 
Pa., 497. *TTkiall. Cal., 490. Ulm, Ger., 
481. Umballa, Ittd., 572. XTnadilla, N. 
Y., 49S. Underwood, {?«/., 315. •Union, 
Mo., 486. Union, N. Y., 218. Union 
Forge, Pa., 49S. •Uniontown, Pa., 245, 
496, 610, 7S1. Unionville, Ct., 145. Up- 
per Bartlctt, N. H., 576. Upper Hull, 
AT. Z.. 569. Upper Lachine, Que., 328. 
Vpp'T Lisle, N. Y., 337. Upper Montclair, 

N. J., 167, 778. Upper Red Hook, N. Y., 
196. Upperville, Va., 496. Upton, Ky., 
31, 231. *Urbana, O., 501. Utica, Ind., 
235. 'Utica, N. Y., 12, 32-3, 201-2, 20S-10, 
213, 220-1, 334, 336, 479, 488, 594, 610, 776. 
Utrecht, Ho/., 645, 651, 708, 792. Ux- 
bridge. Ms., 109. 

Valatle, N. Y., 148, 197. Valley Creek, 
Pa., 389. Valley Station, Ky., 237. Valois, 
Q/4e., 328. Vanceboro, Me., 596. •Van- 
dalia, 111., 595. Vandalia, O., 485. Van- 
derbih»s Landing (S. I.), N. Y., 32. Van 
Deusenville, Ms., 148. Van Homesville, 
N. Y., 776. Varennes, Ofii., 328. Vau- 
dreuil, Que., 328. Venaken, N. J., 172. 
Venice, //., 552. Ventimiglia, //., 600. 
Vercheres, Que., 328. Verdi, Nev., 476. 
Verdun, Fr., 599. Vernon, Ct., 576, 770. 
Verona, N. J., 161, 164-5, »67, 175, 201, 208. 
Verplank's Point, N. Y., 776. •VersailleB, 
Ky., 233, 236. Versailles, N. Y., 223. 
Vesul, N. Y. , 2 18. *yicksbarg. Miss., 610, 
62S, 783. Victor, la., 479. Vienna,^ MX/., 
406, 426, 481, 552, 558, 651, 697. Vienna, 
N. J., 164. Vienna, Va., 376. •Vincennes, 
!»<'•. 235. 595- Vineland, N. J., 390, 522. 
Vineyard Haven, Ms., 769. Violet Town, 
K/c7., 564-6. Vitry le Francois, Fr., 480. 
Vittoria, Oni., 332. Voiron, Fr., 698. 
Volusia, N. Y., 587. 

•Wadena, Minn., 788. Wadsworth, 
Nev., 476. •Wahpeton, Dak., 788. Waiau, 
AT. Z., 568-9. Waikari, N. Z., 568. Wai- 
pawa, A^. Z., 569. Wakefield, Ms., 112, 
575,769. Wakefield, N. H., 577-8. Wal- 
den, N. Y., 198, 776. Walkerton, Oni., 
315. Walbcetown, Ont., 312, 314. Wal- * 
lam, Vict., 564. WalUngford, Ct., 133-4, 
149, 581. WalUngford, Vt., 766. Wal- 
more, N. Y., 222. Walnut Grove, N. J., 
164. Walpole, Ms., 107, 113. Waltham, 
Ms., 29, 51, 103, 579, 769. Walton, Ettg., 
599. Walton, Ky., 225. Wanaque, K. J., 
170. Wandsford, Eng., 539. Wandsworth 
Common, Eng., 792. Wanganui, A^ Z., 
568, 570. Wangaretta, Vict., 564-5. Wan- 
non Falls, Vict., 560, 563. Wappinger*S 
Falla, N. Y., 194-S, 776. Wardsville, Ont., 
331. Ware, Eng., 541. Ware, Ms., 29, 51, 
104, 110, 113-4, 117, i8f, 579. Warehouse 
Point, Ct., 580, 582, 559. Warren, Ms., 
104, no, 114, 117, 181. •Warren, O., 785. 
Warren, R. I., 107-8, 323, 5S1, 769. War- 




This alphabetical list of the Sutea and 
Territories of the Uuion is given chiefly for 
the sake of showing their abbreviations. The 
geographical order in which the States are 
inserted in the " Directory of Wheelmen " 
(765-91) may be found on p. 734, also on p. 
XX ; and, in the latter case, the namber of 
towns and of subscribers representing each 
State in the " Directory " are likewise shown. 
On p. 617 may be seen the League representa- 
tion of each State, June i, '84 ; and on p. 
618 the increase of the same, Jan. i and SepL 
I, '86. P. 638 shows the League officers of 
State Divisions, Oct. 30, '86; and p. 631 
shows the apportionment of States into " rac- 
ing districts of the A. C. U. " FuU indexes of 
the 13 States in which I have done the most 
touring (Me. to Ya. and Ky.) are pointed out 
by the star (*) ; and the General Index may be 
consulted for additional references to many 
of the oiher States. Numerals bjgher than 
764 refer to subscribers to this book : 

Ala., Alabama, 2, 352, 670, 783. Ariz., 
Arizona, 789. Ark., Arkansas, 352, 783. 
CaL, California, 2, 473-*, 489-941 5<». 5'9i 
609, 661, 672, 789, 799. CoL, Colorado, 177, 
501, 788. Ct., Connecticut, •sSi, 769-70. 
Dak., Dakota, 177, 487, 788. Del., Dela- 
ware, •5S9, 781. D. C, District of Colum- 
bia, •590, 782. Fla., Florida, 177, 352, 597, 
783. Ql., Georgia, 177, 352, 500, 610, 782. 
Id., Idaho, 7S8. ni., Illinois, 31, 224* 244» 
258, 478-^> 485-9, 5»9» 524-S. 658, 672,677, 
786-7, 799- IncL, Indiana, 31, 235-7, 479» 
486-8, 519, 7S5-6. la., Iowa, 478-80, 486-7, 
501, 672, 787. Kan., Kansas, 99, 485-6, 500, 
788. Ky., Kentucky, 224-37, *59o, 783-4. 
La., Louisiana, 2, 140, 500-1, 527, 595. 597, 
654. 670, 724, 783. Me., Maine, •573, 765-6. 
Md., Maryland, ^5^9, 781-2. Ms., Massa- 
chusetts,*s 79, 766-9. MitdL, Michigan, 42, 99, 
177,210,296, 311, 323, 476, 490-2,609, 660, 
7>9, 785- Minn., Minnesota, 487, 519, 5^0, 
570, 787. Miss., Mississippi, 352, 783. Mo., 
Missouri, 97, 322-3, 473, 485-7, 500, 524-5, 
671-2, 787. Mont., Montana, 454, 519, 788. 
Neb.. Nebraska, 478-80, 484-6, 489, 501, 570, 
788. Nev., Nevada, 476-7. N. H., New 
Hampshire, •575, 766. N. J., New Jersey, 
•588, 776-8. N. Mez., New Mexico, 788. 
N. T., New York, ^582, 770-6. N. C, North 
Carolina, 51, 176, 352, 500, 782. 0., Ohio, 

a8-3a. 39» 57f 99» »o5f a34» a40| a4a, a45. 
479-i5o, 485, 4871 5«>» SO«f 5t9i 594, 625, 660. 
677-8, 784-5- Or., Oregon, 492, 519, 788. 
Pa., Pennsylvania, ^589, 778-81. B. L, 
Rhode Island, *58i, 769. 8. C, South Caro- 
lina, 54, 352, 782. Tenn., Tennessee, 176, 
352, 500, 670, 672, 7S3. Tex., Texas, 351, 
500, 783. Ut., Utah, 477, 5»o. 7»8. Vt., 
Yermont, •578, 766. Va., Yirgiuia, •590, 
782. Waeh., Washington Territory, 455, 
519, 788, W. Va., West Yiiginia, 31, 4a, 
»4*, a45, 344, 35»f 3*4, 486-7, 500, 590, 78a. 
Wis., Wisconsin, 177, 258, 487, 524, 787. 

Wy., Wyoming, 473, 475, 477, 479*>, 489* 
570, 788. 


References higher than 764 are to subscrib- 
ers outside the U. S., the numbers of whom 
are also shown on p. xx. Details for sev- 
eral countries may be found in General Index : 
Acadia, 286. Afghanistan, 571. Angora, 
481-2. Asia, 480-3, 570-2, 792. Australia, 
558-70, 652, 695-6, 706, 793-4. Austria, 232, 
481, 558, 636-7, 792. Bavaria, 480-1. Bel- 
gium, 522, 546, 549, 599, 651, 699, 700. Ber- 
muda, 353-70, 592, 790- Brittany, 542. Bul- 
garia, 481. Canada, 265, 282-334, 59*, 603, 
633-7, 669-70, 677, 789-90. Cape Breton, 288. 
China, 312, 474-5, 477, 491, 572. Croatia. 
481. Denmark, 636-7. Egypt, 453, 571. 
England, 403-6, 426, 444-50, 469-72, S3«-5*» 
598-9, 636-5 1 , 654, 681-95, 790-2. France, 480, 
5«, 530, 552, 557. 599,600,628,636,651,682, 
698-9, 792. Germany, 546, 552-3, 636-7, 651, 
697, 792. Holland, 522, 553, 599, 636-7, 651, 
700, 792. Hungary, 474, 481, 792. India, 
571-2. Ireland, 499, 546, 640, 652, 665, 682-3, 
688, 792. Italy, 530, 549, 551-2, 599, 600, 
687, 700, 792. Japan, 572, 792. Khorassan, 
570. Koordistan, 481, 483. Manitoba, 635, 
790. Mexico, 2, 600, 790. New Brunswick, 
265, 33 r, 515, 790. New S.Wales, 564-5, 652, 
793. N. Zealand, 566-9,652, 794. Normandy, 
480, 542. Norway, 549, 700. Nova Scotia, 
»82-94, 33 f, 355, 364-6, 499, 592, 790. On- 
tario, 296-334, 598, 633^, 789. Persia, 473, 
480-3, 570-1, 79a. Prince Edward Island, 

290-2. Quebec, 3»7-30, 574-5, 59*, 790- 
Queensland, 652, 793. Roumelia, 474, 4S1. 
Russia, 570-T, 687, 724. Saxony, 551-2. 
Scotland, 545, 553-8, 645^ 681-6, 695, 792. 
Servia, 474,480-1. Slavonia, 474, 481. South 
Africa, 696. Sooth Australia, 560-t, 652, 



793. Spain, 549, 683, 700. Styria, 481. 
Sweden, 549, 700, 792. Switzerland, 530, 532, 
542, 549. 5S2» 599» 637, 650, 792. Tasmania, 
559. 563-4, 652, 794. Turkey, 481-2, 474, 571, 
7«^. Victoria, 558-66, 652, 706, 793-4. Wales, 
5o5*» 530, 533, 536, 539i 544, 546, 550, 790-2. 


Agawain,i22-3,i79, 252. Ammonoosuc,576- 
7. An)oor,57o. Androscoggin, 575-6. Arques, 
480. Avon, 289. Bear, 477. Beaver, 515. 
Bigelow, 129. Blackberry, 143. Blacksione, 
109. Blanche, 329. Brandy wine, 372, 38. 
Bronx, 74, 75. Byram, 73. Cassadaga, 5S7. 
Cazenovia, 214. Charles, 106, 514. Chestnut 
Ridge, 485. Chicopee, no, 117, 129. Cole- 
brook, 144. Conemaugh, 496. Connecticut, 
11,32, 61, 117-28, 145, 172, 178-84, 191, 194, 
19S, 251-4, 575-82. Comwallis, 285. Cow- 
pasture, 486. Croton, 76. Cumberland, 302, 
347. Danube, 481. Delaware, 28, 44, 163-4, 
172-3, 189, 198, 207, 299, 302, 340, 342, 

372, 378, 390, 497, 522, 587- East (N- Y.), 
64, 86, 97-8, 583. Eden, 223. Elk, 479. 
Elkhart, 479. Elkhom, 478. Farmington, 
«37, »44-6, 581. Fenton,29. French, 129. 
Ganges, 572. Gatincau, 327. Genesee, 30, 
214-17. German, 173. Green, 230, 477- 
Hackensack, 82, 165-6, 168-9, S'^- Har- 
lem, 25, 27, 64, 66, 68, 70, 72, 91, 95-8, 
247, 5S2-4. Hanid, 571. Hills, 490. Hills- 
boro, 290. Holyoke, 135. Hoosick, 193. 
Hop, 128. Housatonic, 112, 138, 140, 143-4, 
147, 188, 700. Hudson, 11, 44, 51, 64-91, 95, 
97, M2-3, «46, 148, »5?, '64-6, 179-98, 216, 
322,340, 431, 498, 500. 505, 523, 583-t. 586-7. 
Humboldt, 476-7. Illinois, 489. Indian, 327. 
11x11,481. Jackson, 486. James, 346-7. Jock, 
327. Juniata, 496. Kanawha, 347. Kansas, 

486. Kennebec, 353, 573-4. Kentucky, 227. 
Kowai, 568-9. Lehigh, 299. Ligonier, 485. 
Little, 223. Loire, 542. Luray,347, 35',38i. 
Magalloway, 575. Mahoning, 342. Mamaro- 
neck, 74. Maritza, 481-2. Maumee, 479. 
Medicine Bo'jp, 478. Merrimac, 102, 500. 
Metis, 329. Middle (Ct.), 129. Middletown, 
«43, 349- Mississippi, 19S, 347-8, 473. 478-80, 

487, 489. Missouri, 475, 47*^. 486, 4''9- 
Mnhawk, 12, 13, 32, 85, 197, 199,202. Mo- 
n^cacy, 349. Morava, 481. Mt. Hope, 129. 
Napa, 490. Nalchaujr, 129. Naugatuck, 139- 
42, 5*2. Nepperhan, 75-8, 98. N iantic, 13 1. 
Nissiva, 481. Ohio, 39, 245, 485, 5»5. 5QO. 

Oneida, 335. Opequon, 347, 497. Orange, 
271. Oregon, 455. Otsclic, 302,337. Ottawa, 
327-8. Page, 347, 351. Passaic, 82, 159, 165, 
166, 58S. Patap&co, 377. Patuxent, 349. 
Pawcatuck, 129. Peabody, 577. Pekang, 572. 
Pemigewasset, 576. Penobscot, 574. Pciane, 
568. Platte, 478, 486, 489. Pleasant, 146. 
Pompton, 165. Potomac, 17, 29, 51, 55, 238, 
245. 3«>, 303, 344, 347. 376, 383-4, 488, 496-7. 
Cuiuebaug, 129. Quinnipiac, 134. Ramapo, 
171,198,587. Rappahannock, 379., 
4S1. Rhine, 481,522. Rideau, 327. Rigaud, 
323. Roanoke, 347. Rock, 479. Russian, 
4vo. Saco, 576. Sacondaga, 211. Sacra- 
mento, 476, 490. Saddle, 165, 169. Sague- 
nay, 293. St. Croix, 263. St. Lawrence, 1S7, 

I'fi, 204, 210, 293, 301-3, 326, 329, 330, 333, 

500. Salinas, 490. Salmon, 145, 289. Salt, 
237. San Benito, 489. Santa Clara, 490. 
Snugatuck, 128, 138. Sawmill, 75-9. ^Schroon, 
211. Schuylkill, 299, 389-90, 522. Seaconnet, 
loS. Seine, 480. Semmering, 552. Shenan- 
doah, 46, 154, 238, 241-2, 296, 300, 303, 346-7, 
388, 486, 49 (-500. 590. Shepaug, 143. Still, 
12^. Strasburg, 347. Susquehanna, 218, 302- 
3. 308, 338, 343, 372-3, 37?, 381, 386, 49*^, 589- 
Tartijoux, 339. Thames, 129, 131, 681. 
Trough Creek, 244. Truckee, 476. Tuo- 
lumne, 491. Virginia, 346, 382. Wabash, 
486. Waipara, 56S-9. Wallkill. 198. Wells, 
489, 576. White, 578. Willimanlic, 129. 
Winooski, 578. Wissahickon, 389. Wyo- 
ming, 220. Yoscmite, 491. 


Ararat, 482. Bald, 575. Bald Eagle, 496. 
Battle (Nev.), 476. Big Sewell, 486. Black, 
186. Blanc, 354. Blue (Pa.), 498. Buck, 
498. Carmel, 134-5, 4S6, 5S1. Catoctin, 349. 
Cone, 485. Dogwood, 486. Elk, 478. Ever- 
green, 148. Gambier, 560. Green (Me.), 
278. Hamilton (Cal), 490. Hedgehog (Ct.)> 
145. Holyoke (Ms.), 120, 135. Hortnn (N. 
S.), 286. Jefferson, 382. Jenny Jump, 164. 
Kineo, 574. Kaaterskill, 498. Langton 
(Ber ), 359-62. Little North, 497. Liitle 
Sewell, 486. McGregor, 192. Mansfield 
(Vt.), 578-9. Marcy, 186. Nescopeck, 498. 
North (N., S.), 284-5. Orange, 158, 174. 
Otter (Peaks of), 347. P catinny, 170. Pitts- 
field, 197. Plymouth, 142. Pulaski, 485. 
Razorback, 565-6. Rnmmerfield, 219. San 
Juan, 494. St. Gothard, 187. St. Helena 



(Cal.),49o. Sargent (Me.), 278. Shenandoah, 
58a. Schooley's, 173. Simplon, 187. South, 
349. Storm King, 197. Sugarloaf, 182. Tom 
(Ms.), 118-20,127,183,252,579. Vesuvius, 
552. Washington, 237, 515, 5aS» 575-7i 67o-«- 
Wilcox, 145. 


Adirondack, 185-7, a lo-x 1 , 587. Alleghany, 

a43. a45i 347. 35o. 477i 485-6, 496, 500. 5«8. 
Apeonine, 551. Balkan, 481. Black Hills, 
478. Blue Creek, 477. Blue Ridge, 238, 243, 
346-8, 374, 379-*'. 495-7. 5«>- Catskill, 187-8, 
198, 216, 488, 497- Elhurz, 571. Erz, 552. 
Fruskagora, 481. Green, 184, 198, 574-8. 
Hartz, 114, 522. Himalaya, 477. North 
(N. S.), 284-5. Laurentian, 327. Little 
Savage, 244. Massanutten, 347-8, 35o-'» 
381-2. Mud Creek, 486. North (N. S.), 284-5- 
Orange, 158, 174. Pilot, 576. Promontory, 
477. PjTcnees, 549. Red Dome, 477. Rocky, 
455, 478, 481. Sierra Nevada, 243, 476, 492- 
South CN. S.), 284. Taghconic, 147. Wa- 
chung, 174. Wahsatch, 477. White, 61, 192, 
«98, 893. 503. 5*3. 576-8, 676. 


Albanian, 552. Alconbury, 540. Alum 
Rock, 490. Amss*s, 124. Armory, 117. Barn- 
door, 145. Barryfield, 325. Batesford, 559. 
Bear Ridge, 139. Belmont, 389. Bengal, 
572. Bergen, 82-4, 166, 16S, 588. Berkshire, 
121, 126, 581, 584, 700. Blue, 109, 516, 577. 
Box, 567. "Breakneck" (N. V.), 71, 5S2. 
Cave, 236. Chaplain, 228. Chestnut, 102, 106, 
III, 114, 128,523. Chicopee, 124. Columbia 
Heights, 88, 97. Corey, 525. Corydon, 235. 
Crescent, 124. Cumberbnd, 109. Druid, 
239. Eagle Rock, 175. East Rock, 135. 
Edgewatsr, 165-6. Ewingsville, 118, 126. 
Fisher's, 345-6, 498. Foundry, 142. Fox, 
170. Gallows, 81. Gates's, 118-9, 1S3, 579. 
Gibbs, 361. Glacier, 491. Grimes's, 158. 
Hampstead, 403. Hanging, 250, Hog-pen 
Ridge, 139. Hotham, 562. Indian Rock, 
3S9. Knapton, 360. Laurel, 485. Marl- 
boro, 567. Mono, 316. Moore's, 327. Mull- 
ica, 390. Old Ford, 389. Orange, 169. Pali- 
sades, 77, 79,81, 5S6-7. Panama Rocks (N. 
v.), 587. Pine, 121. Pleasant, 226. Pros- 
pect, 362. Ray's, 485. Red, 237. Remataka, 
568. Richmond, 3 16. Rideau, 327. River- 
dale, 78, 80, 583. Rocky, xoa. Round, 285, 

496-7. Sandy, 58-9, 189, 192. Seebach, 317. 
Shinnecock, 155. Shrewsbury, 514. Sidling, 
243. Snake, 169. Turkey, 123, 146. Wash- 
ington Heights, 64, 72, 75, 388, 583, West, 
540. Windsor, 122. 


Antigua, 592. Atlantic, 355. Barbadoea, 
592. Bermuda, 353-70, 530. BIackwell*s, 69, 
70, 90, 469. Brady, 478. Campobsllo, 260, 
265, 269. Cape Breton, 289, 290, 331, 366. 
Capri, 552. Coney, 27, 47, 8;, 155, 523, 583-5. 
Dominica, 592. Glen, 91. Grand, 47S, 489. 
Grand Manan, 26S-9. Hebrides, 467. Ire- 
land (Ber.), 355, 358. League, 244. Long 
(N. Y.), 12, 28, 29, 5 1, 58, 63-4, 88, 90, 97, 99, 
148, 150-9, 177-8, 281, 530. Long (N. S.), 
286. Magdelene, 331. Mt. Desert, 5, 574. 
Manhattan, 52, 64, 69, 70, 72, 84, 116, 154, 
158, 168, 187, 427. Martiniqu2, 572. Moi>- 
treal, 575. Newfoundland, 170, 293, 366. 
Parent, 328. Perrot, 575. Prince Edward, 
289-92, 331, 592. Rhod^ (R. 1.), 108. Sl 
George's, 355. St. Helena, 355. St. Kilts, 
592. St. Lucia, 5)2. Sandwich, 492. Sochia, 
552. Somers, 364. Staten, 28, 30. 57, 64, 84, 

88, 97. 99. «5o, »55-9, i77-S, 377. 583- Thou- 
sand, 333. Trinidad, 5^2. West Indies, 355. 
Wight, 517. Willow, 478. Wolf, 333. 


Androscoggin, 575. Bantam, 142-3. Bloody, 
185. Blue, 490. Bond^ 316. Bras d'Or, 
289. Cayuga, 212. Champlain, 32, 185-6, 
211, 500, 578-9. Chautauqua, 206, 223, 488, 
587. Clear, 490. Conesus, 216. Croton, 194. 
Crystal, 170. Deschene, 327. Eagle, 278, 
281. Echo, 170. Erie, 39, 171, 203-6, 225, 
310, 331-2, 588, 596. Garland, 283. George, 
". 29, 32, 51, 57, 171, 179-98, 211, 578. 
Governor's, 288. Great Salt, 477. Green- 
wood, 170, 5S4. Hemlock, 216. Huron, 204, 
3o». 3»3, 3»5. 33»- Laudardale, 193. Ma- 
hopac, 582. Mashapaug, 129. Merophre- 
magog, 19S. Michigan, 479, Mirror, 491. 
Mohonk, 19S. Moosehcad, 574-5. Napa, 
491. Ontario, 204, 214, 222, 301, 310, 314, 
320, 333, 593. Otsego, 197. Piseco, an. 
Pleasant, 211, 378. Quinsigamond, 110. 
Rocky Hill, 120. Rogers, 131. Round, 378. 
St. Clair, 301, 311. Saltonstall, 133. Sara- 
toga, 192. Schroon,2ii. Seneca, 212. Sil- 
ver, 155, 216, 22a. Simcoe, 316. Southwick. 



taS* Saperior, 331. Thousand Islands, 333. 
Tueacheti, 327. Twin, 147. Two Mountains, 
ZtZ, Whitney, 135, 148, 249. Winnipiseo- 
«ee. a93, 576. 


AnlieUm, 347, 3S4. Block, 12 i-a. Bloody 
Ron, 185. Buffalo, 222. Bull Run, 375. 
Cattaraugus, 204. Cub Run, 374-5. Elk, 
236. Furnace, 129. Harrod's, 236. Kiwaka, 
56S. Mill, 121. Newton, 91. North, 211. 
Orerpecky 165. Plum, 237. Pole, 478. 
Queen's, 327. Roaring, 129. Rondout, 198. 
Spnyten Duyvil, 64, 71-2, 78-So, 583. Smith's, 
49a Sunswick, 90. West Canada, aia Yel- 
low, 477. 


Bridal Veil, 491. Chaudi&re, 337. Cltftoo 
m- J-)» 170- Franklin, 577. Genesee, 214, 
216. Guildhall, 577. Great Falls of Poto> 
<n3C, 376, 497. Haines, 216. Hemlock, 509. 
Honeshoe (Niagara), 202. Kaaterskill, ai6c 
Kesah (Me.), 577. Montmorend, 33a 
Moxey, 574. Nevada, 491. Niagara, 28, 202, 
314-16, 293, 3S2, 48S, 586. Paterson, 167. 
PoQtook, 576. Portage, 214. Sciota, 341. 
Seneca, 30S, 212. Trenton, 210, 313, 334-6. 
Vernal, 491. Wannon, 560, 563. Wappin- 
£61*8, 194-5. Vossmite, 491. 


Adriatic Sea, 552. Atlantic Ocean, 48, 
64, 176, 405, 467, 473, 573. Ahxandria Bay, 
S09. Basin of Minas, 2S6-9. Bedford Basin, 
287-8. Bic Bay, 329. Bosporus, 482. Bos- 
ton Harbor, 113, 282. Onso, Strait of, 
389. Caspian Sea, 571. Chedabucto, 289. 
(Chesapeake, 352, 377. Cold Spring Harbor 
(L. I.), 150. Fresh Kills (S. I.), 157. Fundy, 
369, 384. Georgian, 315-1& (}owanus, 88. 
Glassy, 35S, 363, 365. Great South (L. I.), 
15$. Gulf Stream, 364-5. Hamilton Harbor, 
3S& Harrington Sound, 3S9-6a Hell Gate, 
90, 98. Katskill (Lake George), 186. Kill 
▼an KuII, 84, 155. Long Island Sound, 61, 
64, 74, 85, 90, 96, 128-9, 143, 349. Mahone, 
s88, 393. Mediterranean Sea, 593. Morris 
Cove, 133. Mt. Hope, loS. The Narrows, 
64, 158. Newark, 84, 155, 583. New York, 
^> ^t '55- Northwest Arm, 387. North 
West Bay (Lake George), 186. Owen Sound, 
315-16. Pacific Ocean, 48, 473, 493, 570, 573. 
Paleocrystic Sea, 33. Passamaquoddy, 368. 

Pelham, 73, 96, 249. Providence, toS. Sag 
Harbor (L. I.), 155. St. Lawrence Gulf, 593. 
Sanbornton, 577. St. Margaret's, 288. St, 
Mary's, 284. Somes Sound, 377, 381. Staten 
Island Sound, 155. Tappan Sea, 80. Tra- 
cadie Harbor, 291. * 


Battery, N. Y., 98-9, 433, 583. Bidwell, 
Buffalo, 203. Blue Grass, Ky., 324. Boston 
Common, 105-6. Bowling Green, N. Y.,433. 
Bronx, N. Y., 95-6. Brooklyn City, 88-9. 
Central, N. Y., 64-8, 70, 85, 02-6, 98, 100, 
187, 197^, 376, 403, 432, 451, 453, 465, 
685. Chestnut Hiil Reservoir, Boston, 102, 
106, III, 114, 128, 523. Chicago, 224. City 
Hall, N. Y., 86, 100. Claremont, N. Y., 
96. Copley Sq. (called "Trinity"), Boston, 
37, X06. Crotona, N. Y., 96. Druid Hill, 
Bait., 338, 781. East Rock, New Haven, 
135-6. Edgewater, N. Y., 96. Fairmount, 
Phila., 389, 679. Fleetwood, N. Y., 73. 
Front, Bufifalo, 5S8. Gilmour's, 337. Hamp- 
den, Springfield, 117, 579-80. Harvard Sq., 
101, loj. International, Ni,igara, 199, 586W 
Jerome, N. Y., 71-3, 75, 138, 583. Lincoln, 
Buffalo, 203. Llewellyn, N. J., 160-1, 175. 
Manhattan Sq., N. Y., 95. Mary's, N. Y., 
96. Morningside, N. Y., 70,95. Mt. Morris, 
64. Pelham Bay, N. Y., 96. Pemberton 
Sq., Boston, 104-5, "o, 128, 662. Pleasure 
Ridge, 337. Pt. Pleasant, 2S7. Prospect, 
Brooklyn, 37, 87-9, 92, 94, 97, 583, 585-6. 
Public Garden of Boston, 105-6, 114. Public 
Gardens of Hahfax, 3S7. Riverside, N. Y., 
68, 94, 585. Rowley Green, 102. Van Cort- 
landt, N. Y., 95-6. Washington Athletic, 
573. Washington Square, N. Y., 16, 23-6, 
a8, 33, 51-2, 54, 64-6, 82,91, 98, 101, x68, 
191, 207, 368, 388, 391, 4*8-31, 432-4, 45ii 
453. 45St 464-6, 470. 583-6, 611, 774. Wash- 
ington Square, Phila., 494, 497. Westfield 
Green, N. Y., 206. West Springfield Com- 
mon, 12a Woodward's Garden, San Fran- 
cisco, 493. 

RAILROADS (See pp. 591-8). 

Baltimore & Ohio, 338, 343, 245, 35a 
Boston & Albany, 26, 128, 479. Buffalo, 
N. Y. & P., 222. Chesapeake & Ohio, 350-1. 
Chicago, Burlington & Quincy, 486. Con- 
cord, 500. Conn. River, 127, 193. (^nadian 
Pacific, 328. D., L. & W., 83, 588. Erie, 83, 



85f «6s, 198, 216-18, 222-3, 304-5. Fall River 
& Newport, 19S. Grand Trunk, 328. Hud- 
son River, 190, 192, 195, 19S. Intercolonial, 
2S5, 329. Lehigh Valley, 219, 221. Long 
Island, 154. Missouri Pacific, 486. N. J. 
Central, 82, 85.* New London Northern, 
X29. N. Y. Central, 192, 19S, 201, 209. N. 
v., P. & O., 222. New Zealand, 569-70. 
Pacific, 475- P- D. & E. (111.), 486. Penn- 
sylvania, 82, 389, 5S8. Prince Edward Is- 
land, 291-2. Richmond & Alleghany, 350. 
Union Pacific, 473. Valley Branch of B. & 
O., 350. Vermont Central, 184. Wabash, 
486. NVcst Shore, 83-4, 168, 589. 


Acadia, 285. Amherst, 113, 142. Bowdoin, 
565. Butler Univ., 786. Cambridge Univ., 
429, 434. 544. 544, 557, 79>. " Chrysalis," 
428-9. Columbia, (131), 216, 436.7. Cornell 
Univ., 772. Dartmouth, 50S, 766. Dickinson, 
344, 512. Drew Theol. Sem., 344. Eton, 
533. Georgetown, 233. Glasgow Univ., 545. 
Haileybury, 544. Harvard, 25, 101, 103, 

»»3. «3«, 256, 386, 397, 403, 434-5. 437,494, 
514, 658, 665, 767. Haverford, 25, 389, 503, 
779. Iowa, 323, 669. Kentucky Wesleyan 
Univ., 233. Kenyon, 784. King*s (Cam.), 
429, 434. King's (N. S.), 286. Knox, 658. 
Lafayette, 173, 669. Lehigh Univ., 780. 
Maine Agricultural, 257, 277. Middlebury, 
196. New York, 436. New York Univ., 
428-44, 454-7*- Oxford Univ., 469, 471, 533. 
Pennsylvania Univ., 388, 494. Princeton, 

434, 777' Rutgers, 159. Swarthmore, 508. 
Toronto Univ., 318. Trinity (Cam.), 544. 
Trinity (Hartford), 136. Virginia Univ., 350, 

435. West Point, 194. Williams, 185. Yale, 
"3. "7, 131-3, 140, 256, 304, 890-405,434, 
434-5, 439. 447. 464-6, 494, 657, 660, 711, 
722.3, 728, 732, 770. 


Agricultural Hall, London, 547-8. Alex- 
andra Palace, London, 535. Alnwick Castle, 
390, 404. Alumni Hall, Yale, 39S-9. Ar- 
mory, Springfield, T14, 124-5, S^o. Arsenal, 
N. Y., 95. Benedick, N. Y., 65, 440. Bicy- 
cle Club Houses : Baltimore, 590, 7S1 ; Bos- 
ton, 105-6, 767; Brooklyn, 97, 586; New 
York, 96, 586 ', Philadelphia, 589 ; St. Louis, 
652 ; Washington, 590. Boston Cydorama, 
385. Capitol, Albany, 19a. Capitol, Wash- 

ington, 371-2, 501. Centennial Buildings, 
Phila., 389. Cheshire Academy, Ct., 134, 
250. "Chrysalis College,*' 428-9. Citadel, 
Halifax, 287, 292. City Halls : Boston, 105 ; 
Brooklyn, 88; Buffalo, 52 ; New Haven, 133 ; 
New York, 48, 78, 82, 85, 88, 99, 100, 499; 
Philadelphia, 389; Springfield, 117, 120, 
124.5 \ Yonkers, 78. Cosmian Hall, Florence, 
Ms., 119. Court Houses: Boston, 105; 
Brooklyn, 90; New York, 48. Crystal Pal- 
ace, London, 405. Custom Houses : Boston, 
X05 ; New York, 369. Elm City Rink, 401. 
Equitable Building, N. Y., 99. Fancuil 
Hall, Boston, 105. Grace Church, N.Y., 66. 
Grand Central Depot N. Y., 99. Grey- 
stone, N. Y., 79-80. Insane Asylum, Balti- 
more, 377. Institute of Technology, Boston, 
106, 5S2. Kentucky Stale House, 233. Lick 
Observatory, Cal., 490. Litchfield Mansion, 
N. Y., 585. Ludlow St. Jail, N. Y., 86. 
Lyndehurst, N. Y., 79-80. Manor House, 
Yonkers, 78. Massachusetts State House, 
104, 113, 1x6. Mechanics' Pavilion, Port- 
land, Or., 492. Memorial Hall, Dedham, 
Ms., 107. Metropolitan Methodist Church, 
Toronto, 318. Monastery, N. J., 83, 589. 
Morgan School, (Jlinton, Ct., 134. Mt. HoU 
yoke Female Seminary, 120. Museum off 
Fine Arts, Boston, 106. Music Hail, New 
Haven, 398, 400. Nassau Hall, Princeton, 
N. J., 434. Nat. Hist. Museum, Boston, 
106. Naval Hospital, N. Y., 88. Oraton 
Hall, Newark, N. J., 83, 170, 174, 589. 
Penn. Military Academy, Chester, 372. 
Phillips Academy at Andover, 20S. Post 
Offices : Boston, 105 ; Cleveland, 500 ; New 
York, 48; Paris, 458. Potlslown Opera 
House, 484. Rosalie Villa, Chicago, 529. 
Royal Courts Chambers, London, 550. "Rub- 
bish Palace,'* 428-9. St. Botolph's Comer, 
102. St. Croix Hall, Calais, Me., 265. 
Shenandoah Academy, Va., 345. Soldiers* 
Home, D. C, 376. Springfield City Library, 
126. State Fishery, N. Y., 222. State Hos- 
pital, Worcester, Ms., no. Stewart's Cathe- 
dral, Garden City, L. I., 152. Sunnyside, N. 
Y., 79. Trinity Church, Boston, 106. Triniiy 
Church, N. Y., 87, 99, 437. Tuileries, Paris, 
390. University Building, N. Y., 65, 42S-44, 
454-72. Union Depot, Worcester, Ms., 514. 
U. S. Armory, Springfield, Ms., 114, 124-5. 
Villa of D. O. Mills, Millbrae, Cal.. 492. 
Williamsburg Savings Bank, Brooklyn, 9a. 




Adirondack Wilderness, 186-7, 587. Adrian- 
ople Plains, Tur., 482. Black Forest, Ger., 
481. Blue Grass Region of Ky., 224-7, 
232-3. Brooklyn Bridge, 36-9. Brooklyn 
Navy Yard, 88, 246. Cape May, 593. Cat 
Hole Pass, Ct., 137. Crawford's Cave, 
Ky., 22S. Croton Reservoir, N. Y., 70, 
95. Desert of Despair, 571. Devil's Hole, 
Bermuda, 36a Flume, N. H., 61, 576. 
Ycmsi of Dean, 540, (198). Forks of the 
Kennebec, Me., 573-4. Forty Mile Bush, 
N. Z., 568. Forty Mile Desert of Nevada, 
476. Furca Pass, 532. Great American 
Desert, 477. Great Plains of Utah, 475. 
Hanging Rocks of Newport, 108. High 
Bridge on the Harlem, 70-72, 583. Holborn 
Viaduct, 554. Hoosac Tunnel, Ms., 191, 
194, 488. Horse Shoe Curve, 496. Hudson 
River Tunnel, 433. Kittery Navy Yard, 101, 
246. Laramie Plains, 478. Lewistown Nar- 
rows, Pa., 496. Luray Cavern, Va., 348, 
381-2. Mammoth Cave, 231-2, 381-2. Man- 
awatu Gorge, N. Z., 568. Meeling Pass, 
572. Middlesex Notch, Vt., 578. Milldam, 
Boston, 106. Norambega, 279. Northern 
Maine Wilderness, S7S' Obelisk of Alex- 
andria, 465. Ottaw^a Long Soult Rapids, 
328. Ovens, Mt. Desert, 279. Ox Bow of 
the Conn., izo. Pack Saddle of the Cone- 
maugh, 496. Paulus Hook, N. J., 16S. 
Red Desert of Wyoming, 477. Royal Dock- 
yard at Bermuda, 358. Shades of Death, 
Va., 243. Stony Rises, 561. Streatham, 
Plains, 561. Weka Pass, 568-9. West Shore 
Tunnel, 589. Weyer's Cave, Va., 382. Will- 
iams Monument at Lake George, 185. 


^Subscribers to book are marked thus (*). 

Adrian, 785. ^olus, 769, 777. Akron, 
784. Albany, 679, 770. Albert, 793. Alle- 
ghany Co., 77a. Allston, 766. Alpha, 778. 
Amateur, 792. Amherst Coll., 113. Anfield, 
553. 557-*- Ann Arbor, 785. Ararat, 561. 
•Ariel, 775, 789. Atalanta, 777. Auburn, 785. 
Auckland, 794. Augusta, 783. Avondale, 784. 
Ballarar, 561, 793. •Baltimore, 781. Bay 
Oly, 789. %tavia, 770. Bath, 544. Beaver 
Valley, 515, 778. •Bedford, 97, 5%, 770, 
775. Belleville, 325, 793. Belsixe, sii-^iijll 
2, 791. Berkshire Co., 768. Bl 
218, 308, 77a BirmingliaiD, 783. 

790. Bloomington, 786. Bordelais, 562. 
Boscobel, 768. Boston, 25, 105-6, lov^, 504-5, 
514, 5'6-i8, 523, 525.6, 615, 656, 679, 766, 
793. Brighton, 784. Brisbane, 793. Brix- 
ton, 554. Bromley, 554. Brooklyn. 97, 586, 
770, 775. Brunswick, 777. Buckeye, 784. 
Buffalo, 771. Calais, 765. California, 789. 
Cambridge Univ., 544, 791. Camden, 776. 
Canandaigua, 772. Canonbury, 542, 554, 

791. Canton, 778, 784. Cape Town, 694. 
Capitol, 348, 376, 515, 590, 652, 782. Carl- 
ton, 561-2, Carmi, 786. Cazenovia, 336, 
772, Centaur, 543, 789. Chamber&burj;, 778. 
Champion City, 245, 785. Charlestown, 767. 
Charlotte, 782. Chatham, 772. Chelsea, 679, 
767. Chemeketa, 788. Cheshire, 769. Chey- 
enne, 788. Chicago, 225, 296, 320, 519, 529, 
573 » 679, 786, Christchurch, 567, 652, 794. 
Cincinnati, 224, 784. *Citizens, 96-7, 523, 
586, 612, 773. City, 563, 767. Clarence, 544. 
Clarion, 778. Clearfield, 778. Cleveland, 
326, 660, 784. Cohoes, 772. Coldwater, 785. 
College Hill, 784. Colorado, 788. Colum- 
bia, 776, 778, 78a. Columbus, 782. Connect- 
icut, 769. Cornell Univ., 772. Cornetia, 770. 
Corning, 772. •Cortlandt, 775. Coventry, 
790. Crescent, 783. Dakota, 788. Dr.n- 
bury, 769. Dayton, 784. Delaware, 775. 
Derby, 769. Detroit, 311, 322, 505, 785. 
Dorchester, 527. Druid, 781. Dunkirk, 772. 
Eaglehawk-Unitcd, 793. East S«iginaw, 
785. El.:;in, 786. Elizabeth, 164, 660, 776. 
Elmira, 772. Elyria, 784. Emporia, 788. 
Essex, 164, 777. Eureka, 793. Eurota, 787. 
Facile, 156. Fall River, 767. Falls City, 783. 
Faribault, 787. Fitchburg, 767. Florence, 
767. Forest, 789. Ft. Schuyler, 776. Ft. 
Wayne, 786. Fostoria, 784. Frisco, 787. 
Galveston, 783. Garden City, 493, 789. Ger- 
mantown, 779. Glen, 776. Goderich, 789. 
Golden City, 789. Greenfield, 767. Green- 
wich, 772. Hackensack, 776. Hagarstown, 
782. Hamilton, 789, 793. Harlem, 96, 586, 
JT*i TJ^' Harrisburg, 779. Haverford Coll., 
779. Haverhill, 767. Haverstock, 53S-41, 
79t. Heights, 97, 770. Helena, 788. Hen- 
derson, 783. Hermes, 529. Hobart, 563, 
Holyoke, 767. •Hudson, 772, Hudson Co., 
776. Huntingdon, 779. Indiana, 785. Indian- 

■ '** '""%, Indianola, 787. •Ixion, 96-7, 

-A, 586, 667, 774. Jackson, 785. 

Junior, 377, 781. Kankakee, 

~^» KennclMB Co.| 765. 



Kent, 79a Kenton, 783. Kentucky, 783. 
KcTStone, 780. •King's Co., 97, 586, 770. 
Kingiston, 789. Kiswaukee, 7S6. La Crosse, 
787. La Fayette, 781, 786. Lafayette CoU., 
173, 669U Lancaster, 779. Laramie, 78S. 
Lawrence, 514, 660, 768. 78S. Lehigh Univ., 
780. Leroy, 772. Lezing;ton, 783. Liverpool 
Cyde Buglers', 791. Lombard, 694. Lon- 
<Jon, 533, 5*1. 5*3, 791. London Scottish, 553. 
\jaaf, Island, 97, 586, 771. Louisville, 527, 
783. Lowell, 517, 768. Macon, 782. Madison 
Co., 787. Maiden, 76S. Manchester, 500, 
766. Manhattan, 187. Mansfield, 779. Mar- 
faiehead, 76S. Marmion, 563, 794. Mary- 
land, 590, 652, 7S1. 'Massachusetts, 105-6, 
113, 258, 279. 504, soS, 512, 5»7»679. 767* 774« 
Massillon, 7S5. Mauch Chunk, 779^ Me- 
dina Co., 7S5. Melbourne, 558-9, 561-3, 706, 
793. Memphb, 783. Mercury, 772, 7^5, 7S7. 
Merid^n, 12S, 138, 769. Merrimac, 768. 
Metropolitan of Iowa, 787. Middlesex, 554, 
567. Middletown, 769, 772. *MiIford, 768. 
Miilbury, 76S. MiUville, 777. Milwaukee, 
$■9,767- Missouri, 78 7. Monmouth Co., 778. 
Montc!air, 777. Montgomery, 783. Montreal, 
330, 504, 790. 'Montrose, 779. Morris, 776-7. 
Mountain, 779. Nadonel, 790. Nashua, 
508, 766. Nashville, 783. New Britain, 770. 
Newbnrg, 772. New Haven, 660, 770. New 
Jersey, 777-8. New London Co., 770. New 
Orleans, 500, 7S3. 'New York, 24, 96, 504, 
586-7, 772-3. Niagara Falls, 775. Nobles- 
▼ille, 786. Nonantum, 768. Normamby, 
793. Norristown, 779. North Adelaide, 793. 
Northampton, 127, 76S. North London, 534, 
543, 791. North Otago, 794. North Road, 
557. Oakland, 492, 789. Old Dominion, 782. 
Olean, 775. Omaha, 78S. Orange, 509, 530, 
7»5» 76S, 776-7. Oregon, 788. Oskaloosa, 
787. Oswego, 775. Ottawa, 327, 330, 789. 
Ottumwa, 787. •Ovid, 660, 785. Owl, 529, 
776. Oxford Univ., 56S. Pahquioque, 769. 
Park City, 7S3. Passaic Co., 778. Paw- 
tucket, 769. Penn City, 500. 'Pennsylva^ 
nia, 589, 652, 780. Peoria, 783, 787. Pequon- 
nock, 769. Perth Amboy, 777. 'Philadel- 
phia, 589, 652, 779. Pickwick, 567. Pilot, 

793. Pine Tree, 765. Pioneer, 567, 569, 

794. Port Elgin, 315, 789. Portland, 259, 
S75t 7^- Portsmouth, 785. Pottstown, 484, 
780. Preston, 566. Princeton, 787. Prince- 
ton Coll., 777. 'Providence, 769. Ramblers, 
7*7. 789. 793- Randolph, 215, 775- Read- 

ing, 780. Redfem, 565. Rhode Island, tai. 
Rochester, 775. Rockfc»d, 787. Rocking- 
ham, 766. Rockville, 770. Rome, 201, 700, 
776. Roselle, 778. Rovera, 784. Rush Co., 

786. 'Rutland, 766. St. Caiberiue, 326. 
St. Cloud, 787. St. John, 790. St. Louis, 
4S7, 785. Sl Louis Star, 7S7. St. M^iry's, 

789. Sl Thomas, 314, 789. 'Salem, 768. 
Salt Lake, 788. Sandhurst, 562. San Fran- 
cisco, 489, 789. Saratoga, 776. Schenectady, 
776. 'Scranton, 340, 780. Seaside, 782. 
Sefton and Dingle, 791. Simcoe, 789. Sit- 
tingboume, 792. Somerville, 768. Sparta, 

787. 'Springfield, 1 14-15, M9. 182,254, 508. 
5*4, 547, 661, 768, 793, 799. SUmford, 770. 
Star, 3x5, 351, 766, 768, 782. Stoncham, 
769. Surrey, 543, 547, 564- Susquehanna, 
7S0. Swallows, 791. Sydney, 564, 793. S>Ta- 
cuse, 776. Tasmanian, 563. Taunton, 769. 
Temple, 547. Terre Haute, 786. Thorn- 
dike, 766. Titusvilie, 781. Toledo, 785. To- 
ronto, 3 19-20, 789. Tremon t , 5 1 7 , 767. Tren- 
ton, 778. Troy, 776. Trumbull, 7S5. Truro, 

790. Turin, 700. Tuskegee, 783. Unadilla, 
772. Valley, 785. Valley City, 785. Ver- 
mont, 766. Vernon, 772, 785. Victor, 779, 
783. Victoria, 560. Waitemata, 794. Wake- 
field, 769. Walden, 776. Wanderers, 789. 
Wappingera, 776. Warmarobool, 559, 794. 
Washington, 374, 782. Waterbury, 770. 
•Weedsport, 776. Wellington, 794. Wells- 
boro, 7S1. Wesiboro, 769. Westminster, 782. 
West Point, 783. Weymouth, 769. Wheel- 
ing, 782. Whiriing, 781. Wilkesbarre, 781. 
Williamsport, 781. Wilmington, 782. Winni- 
peg, 790. Winona, 787. 'Wood River, 788. 
Woodstock, 789. Woodstown, 778. Wor- 
cester, 769. Woronoco, 769. Xenia, 785. 
Vale, 660, 770. IToungstown, 785. Zanes- 
ville, 785. 


Greenfield, L. I., 152. Greenwood, L. I., 
90, 469. Machpelah, N. J., 84, 589. Ml 
Auburn, Ms., 103. National, Pa., 384-5. 
Pine Hill, Ms., 120. Sleepy Hollow, N. Y., 
76. Woodlands, Pa., 390. Woodlawu, N.Y.. 
71, 138, 583. 


Chesapeake & Ohio, 12, 29, 32, 39, 51,239- 
245. Conn. River, iSo. Delaware & Hud- 
son, 44, 189, 340. Erie, 8, 28, 32, 57, 197- 
208, 216-17, 48S. Juniata, 496. Morris, 173, 
207. Raritan, 167, 172. Susquehanna, 377-3. 



Thb foDowing list is designed to give the family name of every person mentioned in this 
book, and also of many who are alluded to without being named. References to such allusions 
are enclosed in parenthesis. Quotation-marks cover pseudonyms and names of fictitious per- 
Tbe star (*) points to birthdays. The list contains 1476 names and 3126 references. 

Aa^on, 177-8, 619-21, 6341627, Ixxxiv.(6o4, 
707, 764). Abbott, 556, 595. Abercrombie, 
185. Ackerman, 404. Adam, 444, 568, 645, 
684, 72a. Adams, 100, 113, i49i I77i 217, 
243. 33 1, 533, 553-4, 557-8. 687. "Adoles- 
cens," 500. "iEneas," 305. "Agonistes," 
690. Ahsrn, 5^. Albert-Edward, 469-71* 
Albone, 537-S. Albutt, 645. Aldrich, 431. 
Alexander, 331. "Algernon," 641. Allan, 
592. Alhn, 151, 1S6, 339, 348, 55 ♦, 674, 6S8. 
Alley, 627, 657. Aim, •628. "Amaryllis," 
442. Amss, 124. Amherst, 137, 185. Amis, 
610. Ammsn, 352. "Ananias," 349, 495. 
Anderson (232). Andirton, 537. Andr^, 76, 
80, 169. Andrews, 645. App, 500. Apple- 
ton. 65, 81, 87,96, 100, 155, 198, 431, 434, 
611-12, 700. Apphyard, 4, 554, 557. Archi- 
baki, 470. Aristides, 71S. Arming, 564. 
AfTOstrong, 466. Arnold, 15, 169, 307, 728. 
•"Any," 641. Ash, 564. Ashby, 347, 348. 
Asbmead, 646. "Asmodsns," 14. Atkins, 
111,655,677. Atkinson, 645, 693. Atwater, 
628 (iSo, 423, 722-3). Aube, 458. Aurelius, 
466L Austin, *628. Auten, 668. Auty, 644. 
Avery, 674. Ayers, •siS^, 5)i, 5^4, •627-8, 
675. 7«6 (70J). 

•"Baliy," 553, 558. Bacon, 173. Baedeker, 
193, 640. Bagg, 1S3, 201, 209-10, 610 (130- 1, 
7S3-3X Bagot, 560, 696. Bailey, 493. Baird, 
560, 668 (630). Baker, ^487. Baldwin, 384, 
578, 5S2. 609, 658 (395). Bale, 696. Ball, 
$54. Ballantyoe, 635. Bancroft (23, 406, 
736). Baney, 610. Bannard (2). Baquie, 
638. Bar, 609. " Bard,'* 506. Bardeen, 
(313). Bardwzll, 6to. Barkman, ^530, 584-5, 
597. 635, 65s. 677. Barlow, 56 f. Barnard, 
631. Barnes, 323, 600, 635, •668-9. Bamett, 
«35i «4S» 6o> Barrett, 609. Barrick, 376. 
B«"ow, 553, 689. Barthol, 551-2. Bartlett, 
•386, 62S. Barton, 201, 210-11. Bartram, 
563,645(369). Bashall,645. " Basil," 215-16, 
(437-S). Basilooe, 700. Bason, 562. Bassett, 
•$as. "ds?, 663-5, 675 (603, 639-30, 704, 7")- 
Basttan, 500. Bates, 314, 319-30, •soj, 610, 
631, 636. 639, 633, 657(3 II, 673). Batchelder, 
575. •*7^7' Baughman, 344. Baxter, 201, 
600,657. Bayley,63& Bayliss, 546. Beach, 

77,188. Beal,*638. Beasley,599. Beaxley, 

553. Beck, 554. Beckers, 575. Beckwith, 
•637,666-7,675(633). Beddo,(233). Beebc. 
609. Beecher, 403. Beers, 99, 108, 126, 177, 
187, 466, 577, 701 (727, 733). Beekman, 585. , 
Begg, 635. Bell, •529, 553. Belcher, 65'*. 
Beuassil, 698. Benjamin,355, 483, 661. Ben- 
nett, 492, 561, 627. Benson, 530. Bentley, 
499 (t30- Bsnton, 510. Bernhard, 154. 
Berruyer, 698. Bettison, 530. " Bibliopil,** 
699. Bidweil, 96, 586, 594, 627-8. Bien, 
174-5. Biederman, 66i. Bigelow, 523, •65;. 
Biglin (368-9). Bmgham, 645, 651, 700. 
Binns, 482, •543. Bird, 293. Bishop, 431, 
559, 563-4, 652, 728. Bittenger, 643. Black, 
561. Blackball, 635. Blackham,658. Black- 
well, 542, 554. Blacque, 83. Blaine (726). 
Blake, ^628. Blanchard, 646. Blatchford, 
113. Bley, ^493. Blylh, 658. Blythe, 635. 
Bogardus, 493. Bolton, 548, 683. Bonami, 
698. "Bones," 431. BonneIl,628. Booth, 
493, 633. Borrow, 446. Bosworth, 65S. 
Bouchette, 331. Bouchier, 562. Bourdon, 

554. Bousted, 634. Bowen, 321-2, 563, 5<*8, 
677. Bowles, 115, *546. Bowman, 158, 492. 
Braddock, 243. Bradford (463, 607). Brad- 
ley, 254. 579- Bradney, 645. Brady, 17 ». 
Bragg, 22S. Brevoort, 611. Brewster, 370, 
594,627,643,657. Bridgraan,*s5i. Brierley, 
330. 634-5, •669. Briggs, 119, 559, 5-^3^ 
Brigham, 114. Bristed, *737. Bristol, 658. 
Broadbent, 563. Brock, 383, 545. Brockett, 
177. Brooke, 609, 645. Brooks, 679 (412). 
Bromley, 1;^. Brown, 141, 170, 177, 185, 

384, 47', •537, 543. 55J» 557, 600, 627, 6Sa 
" Brown," 93, 499, 503, 605, 718. Browning, 
655. Bruce, 470, •62S. Bninelleschi, 429. 
Bryan, 700. Bryant, 216, 667, 700. Bryson, 
645- "Bucephalc," 238, 242. Buchanan, 
686. Buckingham, 555 (363). Budds, 565. 
Buell, 328,658(121, 181, 191, 197). Bulk, 645. 
"Buflf," 424. Bull, 221. 222, "402," 587. 
588, 594, 627, 677 (215, 317). BuIIinger, locx 
Bunce, 700. Bunner (36, 44, 346, 737). Bi-* 
bank, 16, iit, 506, 673, 677. Burchard' 
Burgoyne, 127, 186. Burke, 727. Bui 
652, 665, 695. Burnett, 645^ Bumbai 



^75* ^3* Burr, 157. Burrill, 637. Burs- 
ton, 55S-9, 560. Burt, 632. Bury, 647, 687. 
Busby, 59S. Butcher, 114, 137, 135, 147, 330, 
322,374, 500, 506^, 511, 517, 5»9-a»» 524, 5*6, 
528-30 (714). Butler, 208, 517, 554, 627. 
Buzzard, 560. " Byng," 42S. Byron (i, 224). 
Cable, 331. Calddeugh, 645. Callahan, 
493. Callan, *545. Callander, 553. Calver- 
Icy, 34, 466, 472. Calven, 560. Cameron, 
iv. Campbell, 127, 330, 48S. CampHng, 537. 
Canary, 47, 133,693. Candleman, 383. Can- 
field, 2 15. Candy, *62S. Cann, 547. Caples, 
492. Carl, loi. Carley, 610. Carman, 326. 
Carney, 573. Carpenter, 643. Carroll, 631. 
Carter, 144, 384, 560. Carver (259, 274, 286). 
Cary, 542, 681, 73 1. Case, 73, 583, 646. Cas- 
sen,687. Castiglione, 280. Cather wood, 657. 
" Cerberus," 458. Chad wick, 158. Chamard, 
628. Chambers, 652, 675. Champe, 169. 
Champlahi, 185. Chandler, 12S, 370, 673 
(35, 261). Cliase, 628, 658. Chapin (464). 
Chatfield (405). Chatham, 444. Chickering, 
322. Child, 577. Childs, 3S9. Chinn, 112, 
655, 677 (2 58, 281). Christopher, 646. Chubb, 

3 15. Church, 534 (726). Churchill, 656, 663, 
672, 678-9,(428.). Cist, 352. Clapp, 627, 727. 
Qare, 331. Clark, 132, 589, 6io, 627, 643 
(47s). Clarke, 244, 560, 570, 581, 628, 678^ 
(168, 727). Clay, 243, 342. Clegg, 689. Clem- 
ens (iv., 356, 640). " Cljricus," 688. Cleve- 
land (s47, 7i6). Close, 645. Cobb, 106, 109, 
646. Coddington, 631. Coe, 114. Coffee, 
668. Coffin, 628. Cole, 559, 650. Coleman, 
646. Coles, 610. Coleridge, 14, 280. Col- 
lamer, 590, 627. Collins, •128, 138, 315, 66S-9, 
683. Colombo, 61 1. Colt, 464. Colton, 99, 
"3. M9. »55, 177. «87, 293, 321, 35*. 575. 
577-9,581,590. Columbus, 429 (3). Colvin, 
an. "Comu»,"7o6. "Condor," 506. Conk- 
ling, 643. Conway, 553, 557. Cook, 159, 174, 

316, •493. 553 f 609, 645, 675, 687. Cooper, 
«70» 553» 555. 5^5. 645, 636. Copland, 564, 
696 Corbin, 137, 65S. Corcoran (422). Cor- 
dingley, 686, 690-1. Corey, 321, •627, •679. 
Comwallis, 169, 186, 238. Corson, 22, •525, 
577. 655, •670-1 (257, 267, 269-71). Cortis, 
4, 6S4. Coselino, 493. Costentenus, 239. 
Coster, 635. Cotterell, 644. Coventry, 683. 
Couch, 645. Courtney, 519, 543, 645. Cous- 
ins, 645. Couser, *i97. Cowan, 324. Cowen, 
490. Cowlcs(42i). Cowper, 40^. Cox, 320, 
S5*. 538. 560-1. Coy (400). Craft, 118, 579, 
f8o. Craigie, 645. Craigin, 488. Cramer, 

501. Crane, 670. "Crapaud," 141. "Cra- 
poo," 141. Crawford, 228, 590^ Crawshay, 

645. Cripps, 675. Crist, 675. Crocker, 610. 
Croll, 559. Crooke, 553, 557. "Crookshanks," 
489. "Crorcroran," 422. Crosby, 609. Cross- 
roan, 376. Cruger, 194. "Cruncher," 410. 
"Crusoe," v. "Cuff," 506. Cumraings, 627. 
Cunard, 593. Cunningham, 231, 503, 517, 
5»3. 653, 656, 666-7, 7"- Cupples, 113, 113, 
655. "Curl," 407-35. Currier, 113. Cur- 
tain, 491. Curtin, 645. Ctulis, 519. Cutten, 


" Daggeroni," 4*9. 439- Daguerre, 43 »• 
D.ilton, *5o4, 655, 674. Dana, 403. Daniel, 
553. 55^* Daniels, 407. Dante, 429. Dar- 
nell, *244, 496, 589. Davies, 645. Davis, 
»27. 403. 563. 698. Day, 127, 281, •512, 557, 
581, 658 (258, 272, 277). Dean, 325, 526, 602, 
663-5 (7»9)- I^ear (379)- I>e Baroncelli, 645, 
651, 638, •698-9. "De Bogus," 4*9, 439- 
De Civry, 552-3, 697, 699. Decrow, 133. 
" Dsdlock," 466. De Forest (452, 724, 727). 
Defoe (v.). De Garmo, 400. De Gline, 700. 
De Ligne, 645. Delisle, 611. Delmonico, 
611. " De M oUetts," 439, 439. Demosthenes, 
457. 7*4- "Densdeth," 429. Derrington, 

646. De Senancour, 468. Destree, 561. De 
Villers, 699. Dickens, 349, 466, 728 (354, 410, 
724). Dickinson, 90, 344, 512. " Dido," 305. 
Diederich, 679. Dieskau, 185. Dignam,669. 
Dimock, 393 (274, 286). Dinsmore, 666. 
Diogenes, 14. Disraeli (724). Dixon, 493. 
Dodge, 610, 657. Donly, 330, 598, •634, 655, 
669,677. Doolittle,*3i9, •634. Dorion, 336. 
Dorr, 366-7. Doubleday, 352, 385. Doughty, 
154. Douglass, 330, 390. Downey, 389, 
610. Dowling, •521. Downs, 658. Draper, 
431, 470. Draucker, 609. Dray, 646, 651. 
" Dreeme," 429, 431, 438-41. Drew, 501, 
507, 512. DruUard, 573. Drummond, 646. 
Dniry, 688. Drysdale, 356. Dubois, •627, 
697, 699. Ducker, ^524, •561, 580, 615, 631, 
655, 661-2, 675, 693, 710. Duncan, 552, 558, 
687, 697, •699. Dunn, 625, 627-8. Dunsfnrd, 
567. Durrant, 687. Duryea, 388. Duy- 
ckinck, 434, 439. Dwight, 127. 

Bager, 634. Eakin, 669. Eakins, 330-1, 
634. Early, 347. Eastman, 577. Easton, 
639. Eddy, 327. Edlin, 4. Edward, 223. 
Edwards, 499, 564, 645, 695, 696 (706). 
Efendi, 481. Egali, 481. E^an, 667 (154). 
Egleston, 578. Ehrlich, 217. Eldred, 114. 
•377. 378. "Elias," 679. Elizabeth, 453- 



Elmer, 605. Elwell, •530, 573, 574, •6a7 

(257. 269, 353-4, 358, 36a, 365. 368-70). liJy. 
187, 526, 64J, 660 (386). Emei-soit, 721, 732. 
Eropson, 5G0. Eugleheart, 553. English, 610^ 
646,675. Enslow, 351. Kntler,6io. Erics> 
K>D. 593- Enibsrg, 389. Ernst, 697. Ere- 
kiiie. 6:^4. Etheringtoii, 524, ^546-8, 648, 6S5, 
*6S9, 692-3. Euripides, 466. Evans, 211, 
jao-i, 331, 37S, 609, 64s, 669 (386). Evarts, 
724 (464). Everest, •628. Everett (179, 189, 
191). Everts, 581. Ewell, 347. 

•*Faed,»' 534, 543, 55 «, 641, 643,647- Fa>r, 
553. Fairfisid (109, 714). Falconer, 555, 686. 
Faraday, 403. Famsworth, 559. Farr, 527. 
Farran, 683. Farrar, 575,645. Farrell, 597, 
628. Farrington, 517,645. Favre, 698. Feldt- 
mann, 645. Fell, 553, 628. Fenoglio, 700. 
Fenwick, 635. Ferguson, 628. Ferns, 470. 
Fessenden, 323. Field, 80. Fields, 15. Fink- 
ler, 489, 492. Fish (276). Fisher, 345, 660. 
Fisk, 448. Fiske, *i 13, 142, ^522. Fitton, 566, 
567. FlagIor,475. Fleij:,6i2. Fleming, 245, 
500,657. Fletcher, 553,555-7,646. Florence, 
344. Floyd (214). Folger, 370. Fontaine, 
a84, 523. Foote, 559. Forc2, 352. Fortner, 
558. Foster, 93, 513, 635, 655, *667, 674, 
679. Foulkes, 562. Fourdrinier, 663, *665. 
Fowler (224). Fox, 686, 68S-9, 693 (474). 
FrankJin, 386, 702. Eraser, 329, 553. Frazer, 
33 «, 645. Freer, aoi. Fremont, 421. Fri- 
buig, 529. Fuller, 574, 645 (410). Fumivall, 
675. Fussell, 685. Fyffe, 560. 

Qadd, 645. Gade, 570. Gaines, c. r., 379. 
Gamage(t64). Gambitz, 494. Gamble, 553, 
556. Gambrinus, 612. Garfield, 93, 724. 
Garrard, '698. Garrett, 282, 688. Garrison 
(708). Gates, 1 18-9, 1S3, 186, 579, 587. 
Gault, 560- 1. Gsbsrt, 698. Geddes, 559-60. 
" Geesee," 281. Genslioger, •670. George, 
217, 561, 564. Getty, 610. Gibb, 645. 
Gibbes,66S. Gibbs, 351, 367. Gibbons, 691. 
GibHon, 489, 493, 625. Giffnrd, 65S. Gil- 
bert, 562 (465). Gill, 127, 560, 6S3. Gilman, 
a36, 503, 507, 576, •617, 643, 663-4, 666. Gil- 
matf 347. Gimblette, 646. Giotto, 429. 
Glen, 650. Gna*dinger, 634. Goddard, 402-3, 
673,688. 'Godst, 355. Goetze, 21. Golder, 
551. Goldsmith (iv.). Goodman, 326, 615, 
63s, 655, 675. Gooduow, •527. Goodwin, 
300, •535-7, 543. 553-4, 558. Gordon, 244, 
322. Gorman, 244. Gormully, 683. Gomall, 
696. Gorringe, 465. Gorton, 546. Gossett, 
SS4. Gould, 79. Gowdy, 527. Goy, 688. 

Goyne, 562. Grace, 96. Gracey,658. Grant, 
465, 7»4-5, 7*9, 73a. Graves, 114, 119, 324, 
530,627. Gray, 561. Greatrix, 325. Greeley, 
49"), 727- Green, 138, 621, 646. Greene, 
327, 352. Greensides, 561. Gregory, 348, 
564. Griffin, 646, 683, 6S5, 689, 690. Griffith 
(384). Griggs, 609. Grimes, 581. Groom, 
645. Grout, 545- Guerney, 553. Gulick, 
*627, Gurney, 644. Guy, 552. 

"Hal," 618. Hale, 731. Hall, 75, 236, 
560(461). Hallam, 557, 563-4. Ha'sail,657. 
Hamel, 330. Hamerton, 309, 446, 468-9, 731 
(722). Hamlin (202, 727). Hamilton, 658, 
675,687. Hand, 340. Handford, 560. Han- 
Ion, 403. Hansman, 348-9. Harding, 127, 
187-8. " Hardrider," 506. Hannan, 554. 
Harper, 158, 242, 355, 39«>-»» 4oa-4, 475. 483, 
700. Harrington, 41. Harris, 164, 627-8, 
643, 645 (v., 24, 3»», 380). Harrison, 328, 
553, 563, 663-4. Harrod, 236. Harston, 560. 
Hart, 526, 589, 620, 645, 655, Hbo, 674, 678. 
Haslett, •628. Haskell (733). Hathaway, 
628 (259). Hawley, 658. Hay, 645, 695, 
Hayes, 236, 322, 539. •540, 543, 581, •627. 
Haynes, 217, 546, 625. Hazleton, 559-60. 
Hazlett, 114, 121, 149,244, 314, 506,513-14. 
518,675(102,179,673). Heald, 154. Heard, 
645, 679. Heath, 503, 628, 685, 656. Heck- 
man (2 89). " Heep," 424-5. Helmer, .216. 
Hemmenway, •517. Hendee, 629, 675, 693 
(>23, 254). Hepinstall, 314, 319. Herbert, 
645. Hemu, 546, 555. Herrick, 47a (?95i 
295). Herring, 597. Hesketh,645. Hether- 
ington, 330. Heymer, 574. Hibbard, 598, 
627, 655, 679. Hicks, 528-9. Hijrgins, 336 
(239) High, 351, 484, •485, 498, 552, 589-90, 
675. Higinbotham, 529. Hildebrand, 645. 
Hill, III, 152, 401, 500, 627. Hillier, 547-8, 
643, 6S6-7, 6S9-90, 692-3, 694. Hills, 557, 
639,645. Hinchcliff e, 645. Hitchcock, 675. 
"Hoad," 398, 400-1. Hoadley, 400. Hodges, 
664, 674, 704 (6 ■ 7-18). Hodgins, 695. Hodg- 
man, 562. Hoffman, 323. Hoifmaster, 211. 
Hogg, 628, 645, 649, 695. Holcombc, 323-4. 
Holland, 513, 527, 5S1, 72S. HoUister, 492. 
Holmes, 645. Holt, 429, 439(703). Holton, 
610. Homer, 390, 430. Hooker, 347. Hope, 
560. Horsman, 100. Houghton, 386, 402, 
504, 658. Housser, 635. Hovey, aoi. Haiv- 
ard, 127, 348, 453, 542, 549, •ssOiJ 
(198, 320,659). HoweU,6»" 
428. Howland, ^S'S-mj/fF 
Hubbard, 48a, 696. 


$53» 645. Hugo, 429. Hull, 539. Hume, 
S6i, 565. Humphrey, 353. Hunt, 223 (304). 
Hunter, •670, 675. Huntingdon, 677. Hunt- 
ington, 583, 625, 638. Huntley, 675. Hunts- 
man, 557. Hurd, 403. Hurlbert (431, 44I1 

463, 72O-0- 

UUngWOrth, 64$. Imboden, 347. Ingall, 
S99> 645- Inwards, 689. lliffe, 54S, 550, 
648, 684-87, 689-92, 694. Irons, 646. Irving, 
79. Irwin, 559, ♦638. " Isabel," 315-6 
(437-8), Ives, 675. " Ixion," 508, 673, 688. 
"Jack,** 410-25. Jackson, 347, 643. 
Jacques, 698. Jacquin, 611. Jacquot, 651, 
699. Jaman,347. James, 433, 543. Jarrold, 
683. Jar^-is, •486. Jefferson, 339, 351, 435. 
Jeffery, 683. Jeffries, 546. Jenkins, •187, 
•saZt 330. 559. 567-«» ^637, 635, •666-8, 677 
(617, 619, 704-8;. Johnson, 185, 333, 347, 352f 
408, 437. 4361 470. 508, 513, 588, 625, ♦628, 
643. 645. 677, 679, 765 (161). Johnston, 470, 
634* "Jonathan," 402. Jones, 69, 283-4, 
$38, •539» 637, 645, 684, 719 (368). Joshua, 
733- Joslin, •197 (22, 107, 171). Joy, 560. 
Judd, 582, 685, •689, 692. •' Juggernaut," 
444* Jumcl, 72. " Jupiter," 688. 

Kam, f34. Kattell, 218. Keam, 562. 
Keefe, 561, 565. Keen, 547, 686. Keith- 
Fakoner, 555. Kellogg, 493. Kelly, 690 
(706). Kemble, 728. Kemmann, 697. Ken- 
dall, 112, 536, *627, 675, 686. Kendrick, 
183. Kenworthy, 645. Kerr, 598. Kerrow, 

553. Kershaw, 526. Ketcham,*i97. Kider- 
Icn* 553* Killits, 349. Kinch, 588, 658. 
King, 1 13, 126-7, 672, 698. Kirkpatrick, ^627, 
677. Kirkwood, 575. Kluge, 675. Knapp, 
675. Knight, 562, 64s, 688. Knowlton, 336. 
KnoX|*628,658. Knox-Holmes, 645. Koch, 

554. Kohont, 553. Kolp, *34o. Kostovitz, 
481, 551. Kron, 23, 48, 63, 279, 326, 367, 
526, 671, 679, 706, 720. Knig, 523. Kurtz, 
668. Kusel, •524. 

Tiftdllh, 671. Lafon, 156. Laing, 645. 
Laird, 628. Lakin, 378, 508, 526-8. Lalle- 
ment, 139-42, 394. Lamb, 114, 434. Lam- 
aon, 17, 22, 41. 45. 616, 714 (260-1, 269, 
•73). Landy, 675. Lane, 330 (399). Lang, 
686, 723. Langdown, *569. Langer, 697. 
I^ngley, •530, 635 (319). Lansdown, 327. 
Lansing, 656. Larette, 693. Larkin, 127. 
Lathrop, 127. Lawford, 504. Lawrence, 
93,395. Lawton, *627. Lazare,666. "Lean- 
der,*' 8 16. Lee, 558, 679. Leeson, 645. 
Leete, 13a. L^r, 699. Lennox, 554-S. 645, 

6S6. Leo (714). Leonard, 6o> Leslie, 333. 
Lester, 55). Letts, 681-2. Lewellyn, 559. 
Lewis, 7, ^524, 628, 631, 652, 696 (463X 
Lillibridge, 128, 578. Lincoln, 127, 422, 447, 
465.724-5- Line, 554. Lippincott, i, 168,658. 
702. Lister, 560. Little, 471, 561, 680. 
Livingston, 594, 627 (714). Lloyd, 151, 553. 
Locket, 645. Logan, 609, 645. Long, 560. 
Longfellow, 430. Longman, 687. L»ng- 
streth,6i8. Loomis, 527. Lord, 237. Lord- 
ing>56>- Lossing, 700. Louis (24). Lover- 
ing. 525. 679. Low, 523, 548, 659, 689, ♦690. 
Lowry, 569. Luke, 645. Lyne, 566, 696. 
Lyon, 218. Lyons, 470. 

Macanlay, ^52 7. McBride, 319, 634. 
McCall, 378. McCandlibh, 548, 689, •690. 
McCann, 527. McCaw, 326. McClellan 
(422). McClintock, 680. McClure, 515,656, 
658 (702). McCook, 228. McCormack, 523. 
McCray, 655. McDonnell, 128, 138, 149, 
237. 248, 325. 388, 484, 508-13, 515-17, 5<9-2o> 
524. 527-30. 553. 569. 575. 7«4- McGarrett, 
114,631. "McGillicuddy," 433. MacGowan, 
»97» 579- Mclnlurff (345, 383). McKee, 
4t. McKeiraie, 660. Mackey, too. Mc- 
Manns, 611. McMaster, 186. McMillan, 
587. McNathan, 670. McNeil, 583. Mc- 
Nicoll, 598. MacOwen,6i9, 674. Macown, 
325. McRae, 652. Macredy, 640, 645, 65a, 
695. McTigue, 315. MacWilliam, 548, 689, 
693. Maddox, 645. Mahan,35i. "Mahher," 
433. "Major," 658. Manny, 666. Marche- 
gay, 698. "Margery," 506. Markham, 333. 
Marriott, 553-5, 5S7i 646, 6S5. Marsden, 637. 
Marshal, 578. Marston, 659. Martin, 381, 
564, 653. Marvin, *66o, 675, 6S7. Mason, 
131, 323, 523, 559-60, 645, 681-2. Mathews 
(43S, 457-6i). Matheys, 245. Matthews, 500, 
587. Maveety, 323. Maxwell, 245, 50a 
May, 567. Maynard, 6ia Mayor, 553. 
Mead, 164, *509. Meagher (422). Meeker, 
493. Menzies, 686. Mercer, 553, 557, 686. 
Merrill, 198, 401, 476, ^492, 609. Mershon, 
678. Meyer, 547, 645. Meyers, 668, 675-8. 
Midgely, in, •513, 515 (258, 274, 276-7, 279). 
Miles, 672. Miller, 244. 561, ^627, 634, 643, 
655. 675. 679 (338, 630). Milner, 542-3, 599. 
Mills, 492, 553, 555-8, 645, 686 (v., 338, 630X 
Mitchell, 645. Mobley, 242. Moigno, 69S. 
Monk, 645. Monod, 400-2. Montcalm, 185. 
Moody, 560, 652. Moore, 172, aro, 337, 535, 
548, 554-5. 685, 689, •690, 691-3 (739). Moor- 
house, 557. Moran, 345. Morgan, 499, 610. 



Moli&re, Tas. Morley, 645. jJorris, 645, 
6S3. Morrison, 177, 535, 670, 693. Morse, 
43 «. 434 » 470- Mosby, 347, 379. Moses, 733. 
Mott, 470, 561. Mouutfort, 567. Mudd, 627, 
660. Mudge, 663-4. Munger, 321-2, 675. 
Manroe, 19S, 615, 626, 627, 720 (24). Myers, 
445. 500. •5901 62 S, •678. 

NadjJ, 447^ (444, 720- Nairn, 54o» 55>» 
686,639-4)0,692-3. "Nauticus," 684. Need- 
ham, 564. Neilson,6;s. Nelson, 660. Neu- 
ho£Fer, 562. Neve, 686. Newcastle, 470. 
Newman, 186. Nicholson, 175. Ninuno, 
560. Nisbst, 695. Nix, 553. Nixon, 554^. 
Noah, V. Noon, 153. Norris, 56;, 610. 
Northrup, 5S7. Nungcsser, 83. Nunn,645. 

O'Brien, 391, 65S. " Octopus," 690. Og- 
den, 198. Oliver, 627, 645, 666-7. Ollapod, 
6!}6. Olmsted, 93, 95, 335. O'Mara, 327. 
O'Neil. 3*7. Ord, 645- O'Reilly. 657. 
O'Rourke, 171. Orr, 635. Osborn, 197. 
Osborne, 660. C^good, 15, 293, 386, 504, 
575» 577- Oxxif 674. Overman, 662-5, 676, 
67 J. " Owl," 667. Oxborrow, 538, 553, 555. 

Padman, 560^1. Page, 493-*4. 574i S/^t 
589-90. Pagis, 651, 698. Pagnioud, 699. 
Painter, 567-9. " Pakeha," 566, 569. Pal- 
freyt 35^» 386. Palmer, 149, 589, 628, 6S7. 
Pangbom, 245. Paritschke, 697. Park, 678. 
Parker, 105, 562, 569, 610. Parmely, 579. 
Parmenter, 488. Parry, 793. Parsons, 127, 
•516-17, 616, ^627. Patch, 167, 2 15-16. Pater- 
wn. 53*1 S39-40* 542, 6S1. Pattison, 645. 
Patton, 5oo,*67o. Paul, "442." 588. Payne, 
634, 6S1-2. Peabody, 515. Peacock, 23. 
Pean, 553. Pearce,686. Peavey, 576. Peck, 
iool Peirce,627. Pellecontre, 698. Pelton, 
332. Pennell, 530, 616, 627,655, 687. Percy, 
100. Perharo, •515, 573 (257, 277, 279). 
Perigo, 100. " Perker," 5»6, 567. Perkins, 
62S, 645. Perreaux, 698. Peterkin, 645. 
Peters, 290-1, 672. PettengiU, 628, 799(375» 
377). Pcttce (260, 276). Petter,645. Phelps, 
i65. Philip, 682. Phillips, 208, 279, •550, 
S77, 639, 645, 646, 656, 658, 6S3 (258, 277). 
Philpot, 646, 650. Piatt, 527. Pierrepont 
(464). Pick, 5fi. Pickering, 394, 400-5, 
577, 69S. Pickett, 386. " Pickwick," 2S0. 
Pitcher, 327. Pitman, 523. Pittr444). Place, 
513. "Podwinkle," 506. Polhill, 500. Polk, 
660. Pool, 643. Pond, 346. Pope, 24, 106, 
323-4, 474, 657-9, 664-5, 673, 675, 678, •680, 
702-3, 711-14. Popovitz, 481. Porter, 122, 
125-6, 179, 251 (173), 678. Post, *628. 

"Potiphar," 433. Potter, 584, •627, 643, 

645, 675, *68o (630). Power, 176, 215. Pow- 
ell, 348, 645. Pratt, 106, III, X39, 147, 'sos, 
581, 615, 625-7, 643, 656.9, 663-4, 666-7, 669, 
672, 675, 678, 688-9, 703 (24, 619, 65S-9, 70a, 
714). Preble, 610. Preece, 567. Pressey, 
671. Prial, •666. Price, 207, 341, 646. 
Prince, 470, 525, 675, 693. Proudfoot, 559. 
Prout, 646. Putnam, 139, 625, 627. "Quashi- 
boo," 444. 

Badcliffe, 430. Raleigh, 571. Rail, •628. 
Ralph, 154. Rand, 674. Ranken, 645. 
Rankine, 69S. Ray, 500. Read, 627. Reed, 
370, 656, 658. Reeves, 660. Regamey, 698. 
Reidesel, 127. "Remus," v., 24, 380. Renan, 
472. Rennert, 609. Revell, 249, 542-3. Rey- 
nolds, 527-8, •533, 553-4, 646, 696. Rhodes, 
675. Rice, 564 (24, 35). Rich, 193, 675. 
Richard, 698. Richanis, •678. Richardson, 
62, 63, 221, 646, 65S, 685. Richelieu, 459. 
Rideing, 242. Rideout, •490-1. Ridgway, 
571. Ridley (310). Rielly, 327. Rifat, 48a. 
Higoley, 698. Ritchie, 172, 507, 511, 523. 
Rittenger, 697. Roach, 316. Robbins, 645. 
Roberts, 446, 468, 541, 543, 5*3-4, 599, 645A 
687. Robinson, "44," 64^ "719." Roche- 
foucauld, 727. Rockwell, 609, 656, 663, 672, 
678-9. Rocther, 315. Rogers, 218, 474, 575, 
•628, 632, ^671. Rollins, 499! Ronaldson, 
561. Rood, 197. Roorbach, 164(172). Roose- 
velt, 657 (455). Root, 6S0. Ropes, 352. 
"Rosalind," 439. Rose, 489. Rosenbluth, 
395. Ross, 579, •627, 635. Rothe, •515. 
Round, 6S7. Rousset, ^552-3. Rowe, 543, 
629,675. Roy, 330. Roylance, 646. Rucker, 

646. Rugg, 565. Ruggles, 598. Rumney, 
646. Rushworth, •545. Russell, 553, 696. 
Rust, 138 (580> Rutter, 599, 646. Ryrie, 

3»9. 637- 

Sage, 147- St. Germains, 470. Salsbury, 
544. Sandham, 279, 348, 511-12 (258, 274)- 
Sargeant, 164. Saveall, 646. Savile, 646. 
Sawtell, 377, 378. Sawyer, 679. Schaap, 
628. Scherer, 628. Schmied, 697. Schu- 
macher, 592. Schwalbach, 586. Scott, 414, 
422, 527(39?, 727). Scribner, 346, 352, 431, 
504, 570, 655, 658, 6S7. Scrutton, 646. Scud- 
der, 658. Searle, 646. Seely, ^348, 687. 
"Selah," 154. Senseney, 677. Serrell, 177. 
Service, 567. Servoss, 112, Seward, 724. 
Seymour, 332. Shafer, 216. Shakespeare, 
407 (419). Sharp, 529, 673, 691. Shays, 127, 
147. Sbeam, 324. Sheffey, 484. ^^ " 



454, 468. Shcpard, 114, 527, 5SS (708). 
Sheppee, 646. Sherburne, 578. Sheriran, 
S44» 3/0» 48S (101, 20^10, 334). Sheriff, 500. 
Sherriff, 646. Shields, *6a8. Shtmmin, 561. 
Shipton, 643-4, 646, GS7, 691. Shoies, 594, 
637. Shriver, 5S7. Siddall, 718. Sider,646. 
Sidney, 466. Silberer, 697. Sill, vi. Simp- 
ion, 100, 646. Singer, 696. Skinner, 370, 
569. Sk(K;lund, 5^. Slocum, 503. Siopcr, 
564. Smith, 71, "92," 112, iiS, 126-7, 'T^f 
182-3, 223. 366, 432. 493. 499. 502» 509. 5=3. 5^. 
579, 589, "^7," 6^6,655,67I, 691, *' 718." 
Snell, 152. Snicker, 244, 383. Snow, 68 7. 
Socrates, 466. Soley, 351. Solomon, 343. 
"Solon," 477. Somer»,*520-2i. Souleiman, 
481. Spalding, 100, 499, 508. Spead, 575. 
Spencer, 554, 685, 687. Spicer, 560, 652. 
Spinner, 208. Six>f7ord, 96. Spon^, 564. 
"Spot," 410. Spraker, 200. Spurrier, •684-5, 
688. Stabler, 376, 497 (373)- Stables, 6S4. 
Stacpoole, 646. Stall, 323-4, 378, 675 (371, 
386). Stanion, 336, 508, 546, 547, 564-5, 607. 
Surk, 186, 3O6. Starkey, 561. Stead, 600, 643, 
646. Ste£Fncr, 500. Steiger, 100. Stephen, 
733. Stephenson, •529. Stevens, 48, 158, 

204, 307. •473-S4, •SS'. 552, 558. 570-2, 599. 
655, 657, 668, 675, 698. Stevenson, 560, s'/J. 
Stewart, 152, 244. Stiles, 403. "Stillfleet," 
428-9. Stillman, 450. Stoddard, 185-7, 211, 
525, 679. Stokes, 559-60, 674. Stone, 321-2. 
525, 661, 671. Stoner, 646. Stoney, 646. 
Story, 560. Slreetcr, ii. (727). Stroup, 176. 
Strong (102). Struthers, 112. Sturmey, 525, 
•548-9, 643, 684-6, 690, 692. "Stuyvesant," 
433. Suberlie, 699. "Suchapbce," 446. Sul- 
livan, 158. Sumner, 609. Surprise, ^628, 
632, •670. Sutton, 554, 646. Swallow, •128, 
Sweeney, 612. Sweetser, 127, 293 (577). 
Swiss, 138. Sylvester, 520. Syraonds, 529. 
Snyder, 100. 

Tagart, 553. Tainlor, 198. Tanner, 639. 
Tate, 583. Tatum, 520. Taylor, 16S, 295, 
344, •520, 609. Tegetmeier, 531, 534, 542-3, 
558, 599 (v.). Teller, 196. "Telzah," 102, 
179,506,575,673. Tennyson, 673. Terront, 
4, 547. Terry, 626-7. Tliatcher, 400. Thayer, 
576,672. Theodore, 611. Thomas, 244, 400, 
546, 646. Thompson, 202, 206, 216, 553, 561, 
663. Thomson, 646. Thorbnm, 599. Thome, 
559-60. Thomfcldt, 562, 565, 696. Tibbils 
(131). Tibbs, 330, 634, 646, 669. Tichener, 
218. Ticknor, 293. Tift, 609. Tilden, 79 
(464). Timms, 504. Tinker, 680. Tisdale, 

635. "Tltanambungo," 535. Titus, 658. To- 
bias, 646, "679." Todd, 589, 646 (633). 
Tolstoi, 729. Tonkin, 562. Tonnet, 699. 
Toscani, 700. Tough, 652. Tow^user.d, 669. 
Townson, 646. Tracy, 505. Trigwell, 540. 
Troedel, 696. Trow, 100. "TuBcinghom,** 
466. Tupper, 728. Turner, 558. Tun;eneff, 
72S. Turrell, 646. Twain, iv., 356, 640, 
"Twiddle," 506. Twiss, 138. T>ler, 128, 

»35, »38, •149. 5»o. 5S«, •627. 

Upbam, 1 12-13, 578, 655. Upstill, 563. 
UndercufHer, 387. Underwood, 508. Ure, 

Vail, 171- Vanderbilt, 32, 156, 185. Van- 
derveer, 90. Van Loan, 1S7. Van Sicklen, 
321, 519, •627, 675 (630). Varlet, 651. Var- 
ley, 646. Vamey (257, 274). Vaux, 95, 666. 
"Velox," 688. Verhoeff, •235. Vemieule, 
176. Victoria, 471. Viele, 94. Viltard, 651. 
"Viola," 439. Viollct,698. "Viipinia," 44a. 
Virtue, 570. Vivian, 322. Vogel, 552. "Von 
Twill?r," 433. 

Wade, 646. Wagner, 80. Waite (464. 726). 
Wainwright, 625 (597). Wales, 93, 94, 469-70W 
Walker, 112-13, 559. 5^2,646, 651, 679, 697. 
Wallace, 609. WaUer, 4. 547 (130)- WaUey 
(372). Wallis, 646. Walmesly, 554. Walter- 
mire, 492. Wapple, 489. Warburton, 543. 
Ward, 658 (730). Waring, 553. Wame, 685. 
Warner, 286, 646, 683. Warren, 558. Wash- 
ington, 25, 72, 74, 77. »27, 143, 163, 171, 186, 
«97. 350. 367. 39* , 434, 702. Wassung, 643. 
Walerhouse, 557, 627. Waterman, 516, 559. 
Watson, 112, 154, 554. Way, 635. Way- 
mouth, 646. Wayne, 389, 6o>. " Wealthy," 
506. Webb, 3^2, 554. Wtbbcr, 655, •674-5. 
Weber, 351-2, 629, 675. Webster, 320. Wedg- 
wood, 470. Welti, 315. Wckh, 6a8 (294, 
401). Welford, 570, 644, f 8;-S, 6qi. Wells, 
6j8. Wenley, 646. Wc«i\\v»rth,63i. West, 
320, 325. Weston, 504, <v4.i-4. 646, •656-7^ 
663-4,676-7,712. WVstbnx^k, 634. Wester- 
veh, 114, 182-3.3^1. Weiwore(i75). Whar- 
low, •543. WhAlttw, •544. <h6. Wheatlcy, 
59'), Wheeler, 650. 655, W>'>-7, 674. Whcler, 
3S5. Whipi>le, H4. »82-3. W'hitall, 520. 
Whitcomb, 5im. White, 201, 244, 526, 559, 
5v>S. 674 (33SU.)V Whiting, •138-9, 676. Wig- 
gles worth. 646. Wilcox, 666 (94, 702). Wild, 
542. Wi!kinson, 677, 210, 628. William, 723. 
WilliAms« 05. 185. 3 '6. 53°. 55*. 577. •58a, 
651, 673, 693 (107. 258, 272, 275-6. 452). Will- 
iamson, 684. WiIlison,638. Willoughby, 570^ 



627. Wilson, too, 38a, 525, 534, 558. 690, 693 
(a^). Winchell, 114. Winthrop, 429, 431, 
439. 443. 6to. Wistar, 627 (354). Witty, 400. 
Wood, 158, 172, 17s, 177, 317, 377-8, 383, 
•388-9, 400, 498, 562, 584, 593, 625, *627, 675.7 
(644). Woodburn, 658. Woodman, 530. Wood- 
roofe, 635. Woodruff, 334. Woods, 646. 
Woodside, 499, 675. Woodward, 198. Wool- 
worth, 14S. Wormley, 241. Worth, 390, 
609. Wragge, 560. Wright, 18, 22, 93, •628, 
643. 646, 660, 665, 674, 677. 

Zenophon viii. 

Tftpplewell, 538. Yates, *5 19-20 (286). 
Yopp, 62S. " Yorick," 402. Yorke, 687. 
Young, 105, •525, •556, 575, 646, 655, 679, 686. 
Youngman (387). 

Zacharlaw, 712 (170-1, 174, 192-3). Zeh, 
313. Zimmemian, 628. Zmertych, 551. Zu- 
bowitz, 558. 

Contributors* Records. 

(Mrs.) J. H.Allen, 354. £. Ash, 564. B. 
B. Ayera, •518. G. W. Baker, •487. A. 

B. Barkman, '530. E. G. Barnett, 245. H. 
Barthol, 551-2. J. M. Barton, 201. A. 
Basaett, •sas. C. D. Batcheldcr, 575-6. L. 
J. Bates, 505-6. J. W. Bell, ^529. P. L. 
Bemhard, 154. W. Binns, •543. R. O. 
Bishop, 563. H. BlackwcH, 554. J. L. 
Bley, •493. A. M. Bolton, 549, 683. W. 
Bowles, •546. W. J. Bowman, 492. G. L. 
Bridgman, •550. C. P. Brigham, 377. G. 
R. Broadbent, 562. F. W. Brock, 545. J. 
W. M. Brown, ^537. G. L. Budds, 565. H. 
Callan, •si^ W. W. Canfield, 215. W. 
Collins, •^S, 138. J. K. and T. B. Con- 
^ay. 553. 557- P- R- Cook, •493. J. Cop- 
land, *s64-5. E. H. Corson, 525, 577. H. 

C. Courtney, 544. M. W. Couser, •197. W. 
F. Grossman, 376. R. C. Cox, 560-1. J. G. 
Dalion, •504. W. W. Darnell, •244. P. C. 
Darrow, xcH. S. H. Day, •sia. J. S. 
Dean, 526. P. E. Doolittle, •319. B. W. 
Doughty, 154. J. D. Dowling, •521. S. B. 
Downey, 3S9. F. E. Drullard, 574. H. E. 
Docker, •524. A. Edwards, 565. F. A. El- 
dred, •377. H. Etherinpiton, *546-8. W. 
P. Evans, 378. I. K. Falconer, 555. W. 
Farnogton, 517. H. C. Finkler, 489-92. G. 
F. Fiske, 113, 142, •522. J. Fitton, 567-8. 
W. T. Fleming, 245, 500. L. Fletcher, 554, 
557. C. E. Gates, 587. k. Gault, 560-1. 
W. V. GHotan, •so?. S. Golder, 551. C. 

M. Goodnow, 527. H. R. Goodwin, *336-7, 
554. C. H. R. Gossett, 554. L. B. Graves, 
114. T. F. Hallam, 563. H. B. Hart, 526. 
A. Hayes, *S4o-i. F. D. Hclmer, 216. £. 

A. Hemenway, •517. C. H. Hepiustali,3i4. 
W. E- Hicks, 528. H. J. High, •4S5. C. 
Howard, '550. W. Hume, 561. H. Jarvis, 
•486. F. Jenkins, •187. F. M. S. Jenkins, 
*3'7» 330- H. J. Jenkins, 568. H. J. Jones, 
♦538-40. J. T. Joslin, •197. C. D. Ker- 
shaw, 526. R. Ketcham, *i97. A. J. Kolp, 
•340. I. J. Kusel, •524. W. H. Langdown, 
569-70. C. Langley, •530. J. Lennox, 554-5. 

B. Lewis, •524. C. H. Lyne, 565-6, 696. J. 
D. Macaulay, ^527. R. H. McBride, 319. 
G. P. MacGowan, 197. T. R. Marriott, 
554-5. 557. E. Mason, •523. R. D. Mead, 
•509. G. B. Mercer, 553, 557. F. T. Merrill, 
492. T. Midgely, *5i3-i5. A. E. Miller, 
244. G. P. Mills, *555-8. A. Nixon, 554-5. 
J. F. Norris, 567. H. C. Ogden, 198. A. 
H. Padman, 560-1. W. B. Page, '494-9, 
573-8. R. W. Parmenter, 488. G. L. Par- 
meley, 579. A. S. Parsons, •516. E. F. 
Peavey, 576. J. and E. R. Pennell, 53a 
W. L. Perham, •515. R. E. Phillips, •550. 

C. E. Pratt, •503. H. R. Reynolds, jr., 
*533-4. A. C. Rich, 193. E. and W. Rideout, 
•491. A. E. Roberts, 563. R. P. H. Rob- 
erts, 54 1. S. Roether, 315. A. S. Roorbach, 
164. W. Rose, 489. T. Rothe, •515. P. 
Rousset, •552. J. F. Rugg, 565. G. H. 
Rushworth, •545. T. S. Rust, 138. F. Sals- 
bury, 544. E. E. Sawtell, •377. L. W. 
Seely, 348-9. M. T. Shafer, 216. F. W. 
Sherburne, 578. H. P. and G. H. Shimmin, 

561. E. R. Shipton, 691. T. B. Somers, 

•520. S. G. Speir, . C. Spencer, 55 j. 

J. W. Stephenson, '529. G. T. Stevens, 551. 
T. Stevens, •473-84, 570-2. H. Sturmey, 
548-9. F. O. Swallow, 128. F. P. Sy- 
monds, 529. J. E. R. Tagart, 553. G. J. 
Taylor, ^520. E. Tegetmeier, 53 1-3. G. B. 
Thayer, 576. R. Thompson, 216. R. A. 
and T. H.Thompson, 561. M. Thomfeldt, 

562, 565-6, 696. C. E. Tichener, 218. N. 
P. Tyler, 128, 138-9, "149, •510. N. H. Van 
Sicklen, 519. J. M. Verhosff, '235-7. J. S. 
Whatton, •544. H. T. Whailrw, •543. J, 
H. Whiting, 138. F. E. Van Meerbeke, 
xcv. H. & W. J. Williams, 3«6. H. W. 
Williams, •511-12. W. W. Williams, 5«;8. 
A. J. Wilson, •534-$. H. S, Wood. •388. 


C. C. Woolworth, •mS. F. E. Yates, •siq. 
A. YouDg) *sa5. I. Zmertych, 551. 


The history of cycling journals and books 
may be found between p. 653 and p. 700, and 
most of the following references are within 
those limits, — full-faced type showing the 
more-important ones : 

Algemeine SpoTt-Zeitung(Ger.), 697. Ama- 
teur Athlete (N. Y.), 619-20, 667-8. Ameri- 
can Bicycling Journal, 26, 504, 534, 643, 666-6, 
664, 687, 725. American Wheelman (St. 
Louis), 528, 654, 671-8, 716, 799. Archery & 
Tennis News, 663, 66S. Archery Field (Bos- 
ton), 658^, 663, 668-9. Athletic New8(Eng.), 
693. Athletic News & Cyclists' Journal 
(Eng.), 688. Athletic World (Eng.), 688. 
Australasian, 696. Australian Cycling News 
(Melbourne), 558, 562-5, 652, 654, 696-6, 
706. Australian Cyclist (Sydney), 564, 696. 
Australian Sports & Pastimes, 696. Bicy- 
cle (Hamilton, Ont.), 661. Bicycle (Mel- 
bourne), 695. Bicycle (Montgomery, Ala.), 
660, 670. Bicycle (N. Y.), 660. Bicycle & 
Tricycle Gazette (Eng.), 688. Bicycle Ga- 
zette (Eng.), 688. Bicycle Herald (Spring- 
field, Ms.), 672. Bicycle Journal (Eng.), 
687-8. Bicycler's Record (I^wrence, Ms.), 

660. Bicycle Rider's M.igazine (Eng.), 688. 
Bicycle South (New Orleans), 654, 670, 672. 
Bicycling News(Eng.), 541-2, 544, 548-9, 557, 
6S3, 6S7-8, 689-90, 693-5. Bicycling Times 
& Touring Gazette (Eng.), 547-8, 688, 692. 
Bicycling World (Boston), 23, 27-9, 74, 92, 
101-2, 104-5, >o7i i>i> iM> 131, 128, 150, 152, 
157, 161-2, 164, 171, 179, i8t, 199,202, 214, 217, 
238, 249. 25»f 253» *8i, 314, 322, 340, 487-9, 
492-3, 500, 503-4, 506, 508-12, 514, 517-18, 
522, 525-6, 530, 553, 573, 575A 578, 591, 600, 
602-4, 615-18, 629, 643-4, 656-9, 662-6, 666-7, 
669, 671-2, 673, 675, 677-80, 683-6, 684-5, 70*1 
704, 798. California Athlete (San Francisco), 

661, 688. Canadian Wheelman (London, 
Ont.), 315, 319, 321, 3*6, 599, 635, 643, 654, 
660, 669-70, 707. Cleveland Mercur>'(0.), 
660. Cycle (Milford, Ms.), 660, 666. 678. 
Cycle (Boston), 664-6, 79S. Cycling (Cleve- 
land), 245, 5»6, 660. Cycling (Eng.), 68R-9, 

691. Cycling Budget (Eng.), . Cycling 

Times (Eng.), 6S6, 689, 798. Cycli5t (Eng.), 
534, 537. 540, 648-9, 551-2, 554, 568, 599, 684, 
687-94. Cyclista(Hun.),697. Cycliste Beige 

(Bel.), 70a Cyclist & Athlete (N. Y.), 663, 
666, 668-9. C. T. C. Gazette (Eng.), $99. 
636-44, 651-2, 6S7-S, 691, 694-5, 79S. Cycles 
(Eng.), 688. Elizabeth Wheelmen (N. J.). 
660. Field (Eng.), 531. Hamilton Bicycle 
(Ont.), 661. Hamilton Wheel Journal (O.), 
660. Illustrated Sports (Eng.), 695. Ingle- 
side (San Francisco), 609, 661, 672. Irish 
Cycling & Athletic News (Dublin), 654, 695. 
Irish Cyclist & Athlete (DuUin), 640, 652^ 
654, 696. Ixion (Eng.), 688. Journal des 
Sports (Bel.), 700. Land & Water (Eng.), 
642, 695. L. A. W. Bulletin (Phila.), 310-it, 
323, 3M, 500, 572, 578, 583-90, 594, 614, 618, 
620-21, 624-6, 629-30, 633, 63s, 654, 661, 
662, 665, 668, 674, 679, 707-8, 717, 720. 
Maandblad (Dutch), 700. Maine Wheel, 661. 
Mechanic (Smithville, N. J.), 522, 577,671. 
Melbourne Bulletin (Vict.), 696. Midland 
Athletic Star & Cycling News (Elig.), 688, 
695. Mirror of American Sports (Chicago), 
672. Monthly Circular of C. T. C. (Eng.). 
636, 691. N. C. U. Review (Eng.), 648, 660. 
New Haven Bicycle Herald, 660. N. Z. 
Referee, 696. Olympia (Eng.) . Out- 
ing (Boston), 105, 108, 114, 121, 149, 198, 244, 
279, »82, 320, 323, 330, 474-8, 481-4. 504, 506, 
511, 512, 526, 534, 599, 600, 667-9, 674.5, 
678. Outing (N. Y.), 571, 655, 669-60, 668. 
Pacific Wheelman (San Francisco), 672, 799. 
Pastime Gazette (Chicago), 672. Philadel- 
phia Cycling Record, 245, 485, 522, 526, 660, 
674. Radfahrer (Ger.), 552, 651, 6S6-7, 798. 
Recreation (Newark), 600, 654, 663, 668*9. 
Referee (Eng.),——. Revue V^Iocip^diqae 
(Fr.), 69S. Revista Velocipedistica (It.), 700. 
Revista degli Sports (It.), 700. Scottish Ath- 
letic Journal, 695. Scottish Umpire & Cy- 
cling Mercury (Glasgow), 695. Southern Cy- 
cler (Memphis, Tenn.), 654, 670, 67a, 707. 
Spectator (St. Louis). 323, 672. Sport (/r.), 
695. Sport (It.), 700. Sport & Play (Eng.), 
695. Sport du Midi, 699. Sporting & 
Theatrical Journal and Western Cycler (Chi- 
cago), 672. Sporting Life (Eng.), 693. Sport- 
ing Life (Phila.), 666, 672. Sporting Mirror 
(Eng.), 689. Sportsman (Pittsburg), 672. 
Sportsman (Eng.), 686. Sport V^locipMique 
(Fr.), 651, 698. Springfield Wheelmen's Ga^ 
lette, 42, 64, 129. 255i a9t. 323. 333. 353. 37". 
39», 485. 487. 49». 49S 5o'» 5»9. 524. S88, 603, 
605. 610, 660, 661-2, 668, 676, 693, 706-7. 
Stahlrad(Ger.),7oo. Star Advocate (E. Roch- 



r, N. H.), 5*5. S79i 654-5» 070-1, 707. 
Stsel Wheel (Ger.), 700. Tidning for Idrott 
(Swe.)» 700. Tireur (Fr.), 699. Tricycling 
Journal (Eng.), 545, 600, 654, 685-6, 680-1. 
Tricydist (Eng.), 543-4, 547. 5SS. 654, 686, 
680,693. Vdlo(Fr.),699. Viloc^ (Fr.), 699. 
Vflocs Beige (Bel.), 699. Viloceman (Fr.), 
699. Vdloca SporKFr.), 639. V^loce Sport 
et Viloceman R^uinis, xcii. Velociped (Ger. ), 
*5'» 697. Vdlocip&dc (Grenoble, Fr.), 699. 
VflodpMe (Paris, Fr.), 698. VflocipWe 11- 
lustri (Fr.), 69S. Vdlocip^die Beige (Bel.), 
699. Vdlocip^ic lUustric (Fr.), 698. Ve- 
lodpedist (N. Y.), 698. Velocipedisl (Ger.), 
697. Velodpedsport (Ger.), 697, 699. Veloci- 
pede (Sp.), 700. V^!o Pyr^n^en (Fr.), 651, 
699. Vermont Bicycle (W. Randolph), 578, 
654,073. Vitesse (Fr.), 699. Wayfarer (Eng.), 
xdi. Western 'Cyc'.ist (Ovid, Mich.), 660, 
669, 67a. Wheel (N. v.), S3, 74, 93. 96, 109, 
114, «S, 138, 154, 161, 164, 187, i97.2>S.2»7» 
144, J20, 326, 341, 382, 487, 489, 492-3, 500, 

5<«, S04, 5«7. 523. 529. 56S, 574-5. 583. 5S5A 
589-90, 604-7. 010, 643. 066-7, 669, 699, 704-5, 
707, 70S, 712, 799. Wheeling (Eng.), 524, 
538. 547-8, 553-5. 5^4, 57*. 602, 628-9, 639-4 », 
647-51, 662, 6S3-4, 636, 689-90, 693-5, 700, 
707. 719. 79S- Wheel Life (Eng.), 690-92, 
694, 706. Wheelman (Boston), 1, 24-5, 30, 
33. J5-6, 42, 49. 62, 82, 106, lis, «39-4o, 155. 
159, 2oS^. 324, 246, 255, 258, 268, 270,277, 
«7», 296, 314, 348, 3S8, 390. 399. 495, 504, 
506.7, 5»2-x5. 5»7-»8, 522-3, 555, 631, 656-9, 
661, 672, 679, 695, 699, 702, 703, 720. Wheel- 
men's Gaxette (Springfield), '558, 559, 561, 
566, 579, 6x7-18, 619, 631, 654, 662, 674, 
706-7, 708- to, 799. Wheelmen's Record 
(Indianapolis), xcii. Wheel World (Eng.), 
3)o. 475. 548. 647. 657, 6S5, 688, 689-91, 692, 
694, 79S. Yale Cyclist, 660. 

Editors^ 'ttfriterst artists, puNishers and 
prsMters 0/ the foregoing : American News 
Co., 660, 669. G. Atkinson, 693. J. De* 
Arieste, xcii. J. W. Auten, 668. H. C. 
Bagot, 6 A Baird & Co., 668. H. S. Bale, 
696. J. W. Barnes, 66S-9. H. A. Barrow, 
689. k. B.isiIone, 700. A. Bassett, 663-5, 
704, 708. L. J. Bates, 506, 657, 673. S, 
Baxter, 600, 657. N. M. Beckwhh, 666-7. 
B. Benjamin, 661. Bicycling World Co., 664, 
685. C. A. Biederman, 661. P. Bigelow, 
657-9U B. Bonami, 697. J. S. Brierley, 669. 
W. A. Bryant, 667. E. H. Burn, 695. (Miss) 

M. H. Catherwood, 657. Central Press & 

Pub. Co., 666. Chatto& Windus, . h. 

Clegg, 689. W. F. CoflFee, jr., 668. W. Cole, 
650. E. R. Collins, 668-9. J* Copland, 696. 
C. Cordingley, 691. Cordingley & Sharp, 691. 
E. H. Corson, 670-1. Cycling Pub. Co., 
666-7. Cyclist Printing Co., 668. P. C. & 
G. S. Darrow, xcii. J. S. Dean, 663-4. E. 
De Gline, 700. P. De Villiers, 699. J. B. 
Dignam, 669. B. W. Dinsmorc & Co , 666. 
C. R. Dodge, 657. H. B. Donly, 669. H. 
E. Ducker, 661-2, 706-7. H. O. Duncan, 699. 
C. Drury, 688. W. G. Eakins, 669.* T. A. 
Edwards, 695-6. F. A. Egan, 667. A. Ely, 
jr., 660. H. Etherincton, 689-90, 692-3. 
Evangelist Co., 672. W. K.. Evans, 669. V. 
Fenoglio, 700. C. H. Fisher, 660. Fleming, 
Brewster & Alley, 657. E. Forestier, 698. 
S. C. Foster, 667. C. W. Fourdrinier, 663, 
665. C. J. Fox, 688, 693. T. F. Garrett, 

688. C. V- Genslinger, 670. A. Gibbons, 691. 
A. H. Gibbes, 668. W. E. Gilman, 663-5. 
W. V. Gilman, 666. P. (Jornall, 696. H. 
H. Griffin, 6^9-90. L. Harrison, 663-4. C. 
E. Hawley, 658. Hay, Nisbet & Co., 695. 
G. L. Hillier, 547-8, 6S9-90, 693-4. E. C. 
Hodges & Co., 664. J. G. Hodgins, 695. 
J. R. Hogg, 628, 695. C. J. Howard, 666-7. 
W. B. Howland, 656-9. E. W. Hunter, 670. 
Iliff.* & Son, 548, 6S9-92. Iliff.: & Stur- 
mey, 690. J. Inwards, 689. L. G. Jacques, 
698. F. Jenkins, 666-7, 704-8. H. A. Judd, 

689, 692. H. A. King, 672. W. C. King, 
698. K. Kron, 720. D. M. Kurtz, 668. L. 
C. S. Ladish, 671. C. Langer, 697. P. B. 
Lansing, 656. M. Lazare, 666. W. H. 
Lewis, 652, 696. E. A. Lloyd, 690. F. P. 
Low, 548, 689-90, 693. S. Low, Marston & 
Co., 659. W. McCandlish, 6S9-90. J. F. 
McGure, 656^. S. S. McClure, 656-9. J.C. 
McKenzie, 660. G. D. McNathan,67o. R. 
J. Macredy, 652, 695. W. McWilliam, 548, 
689, 693. C. O. Manny, 666. W. C. Mar- 
vin, 660. C. L. Meyers, 668. S. Miles, 672. 
G. Moore, 69a, T. Moore, 548, 689-90, 693. 
A. G. Morrison, 690, 693. F. X. Mudd, 660. 
A. Mudge & Son, 663-4. C. W. Nairn, 689-90, 
692. H. E. Nelson, 660. E. Oliver, 666. 
W. N. Oliver & Co., 666. Oliver & Jenkins, 
666.7. M. M. Osborne, 660. Outing Co., 
659. H^^i^, 698. F. Pagnioud, 699. A. 
Pj-"'- '"^ Palton, 670. R. L. 

656.9. Picker- 


ing & Davis, 69S. R. H. Polk, 660. A. A. 
Pope, 659. Pope Mfg. Co., 657-9. C. £. 
Pratt, 656-9, 663-4, 667. F. P. Prial, 666. 
C. W. Reed, 655, 658. C. S. Reeves, 660. 
F. M. Rittingcr, 697. Rockwell & Churchill, 
656. J. S. Rogers, 671. T. Roosevelt, 657, 
660. £. J. Schmied, 697. E. R. Shipton, 691. 
V. Silbcrer, 697. C. B. Smith, 691. C. F. 
Smith, xcii. J. T. Smith, 671. H.B.Smith 
Machine Co., 671. Springfield Print. Co. ,661- 
2, 675. W. J. Spurrier, 6SS. T. Stevens, 655. 
W. F. Stone, 65 1. H. Sturmey, 690, 692. L. 
Suberbic, 699. W. L. Surprise, 670. L. P. 
Thayer, 672. W. H. Thompson, 663. H. S. 
Tibbs, 669. C. Toscani, 700. Tonnet, 699. 
C. H. Townsend, 669. C. Trocdel & Co., 
696. T. H. S. Walker, 697. W. D. VVel- 
ford, 638, 691. F. W. Weston, 653, 655, 
663-4. A. D. Wheeler, 666-7. VVheelman 
Co., 656-3. Wheel Pub. Co., 666. J. Wil- 
cox, 666. B. Williams, 693. A. J. Wilson, 
690, 653. W. M. Wright, 65o, 665. Vaux & 
Co., 666. 

'* Literature of the Wheel," C58-700. 

A. B. C. of Bicycling, 655, 678. Abridg- 
ment of Velocipede Specifications, 550. Ad- 
vantages of Cycling, 67S. Agent's Guide, 
The, 679, 685. Almanach des Velocipedes 
for '69, 69S. Almanach du Vdlocip^e for 
'7c>-'7i, 693. Almanach Illustride la Veloci- 
pddie pour '84, 699. Amateur Bicycle Re- 
painiig, 678. American Bicycler, The, 504, 
672,703. Annuaire de 1.1 Velocipddia Pra- 
tique, 699. Around the World on a Bicycle, 
474» 65s, 657, 698. Athhtes, Training for 
Amateur, 6S4. Athletic Club Directory for 
*S2, 688. Australian Cydbts* Annual, The, 
696. Australian Tour on Cycles, An, 565, 
tx^. Autograph Book, Palmer's, 687. Bet- 
ting Law/ Cyclists* Liabilities as regards the, 
69$. Bicycle Annual for *8o, The, 686, 693. 
Bicycie-Buch, 697. Bicycle for '74, The, 687. 
Bicycle, The Modem, 685. Bicycle, A 
Pock.f t Manual of the, 687. Bicycle Primer, 
679, BIcyc!e Ride from Russia, A, 6S7. Bi- 
cycle Road Book, 685. Bicycle Tactics, 615, 
679. Bicycle Tour in England and Wales, A, 
fyi\. Bicyding, Complete Guide to, 684. Bi- 
cycisU* Pocket- Book ?.nd Diary for '78, 687. 
Blank Road-Book, 676. Boston Road-Book, 
655. Brit ^h Hi^h Roads. 686. Bugle Calls, 
679. Bundes-Almanach, 697. Canadian W. 

A. Guide, 315-6, 319, 326-7, 330-1, 655,677 
Canterbury Pilgrimage, A, 530, 655, 6S7. 
Cape Ann, In and Around, 655, 674. Chest- 
nuts (/^^^//ir^'x Christmas issue of '86), . 

Clipper Almanac, 41^4, 680. Club Directory, 
Goy's Athletic, 688. Club Songs, 655. Co- 
lumbia Calendars, 679-So. Columbia Testi- 
monials and Scrap Book, 678. Cunnectiait 
Rond-Book, 582, 677. Construction of Mod- 
em Cycles, On the, 6S3. Construction of the 
Tricyde, A Treatise on the Theoretical and 
Practical, 683. C. T. C. Handbook and 
Guide for '86, 598-9, 607, 687. C. T. C. 
Renewals-List for '85, 6S7. Cycle Directory, 
The,687. Cycledom ( Cyclist^ s Christmas issue 
of '86), xdv. CyclUt and Wheel World An- 
nual, 693. Cyclists' Guide to Nottingham, 

685. Cyclist's Guide to the Roads of the 
Lake District and Isle of Man, O87. Cy- 
clist's Pocket-Book and Diary, 6S5. Cyclists, 
The Rights and Liabilities of, 684. Cyclists* 
Route Book, The, 684. Cyclist's Touring 
and Road Guide, The, 684, 685. Cyclonia, A 
Journey through {Cyclists Christmas issue of 
'85), 534, 692. Cydos, 684. Dublin, A Racing 
Trip to, xciv. Emerald Isle, Two Trips to 
the, xdv. England and Wales, A Bicycle 
Tour in, 673. Essai ih^orique et pratique sur 
le v^hicule Bicycle, 698. Essex Co., Ms., 
Wheelman's Handbook of, 112, 655, 677. 
Forty Poets on the Wheel, 505, 655, 674. 
France, Le Guide en, 699. Golden Rules of 

Training, The, 685. Great S , The (C>- 

r//>/'j Christmas issue of '85), 692. Guard- 
ians, The, 688. Guide to Bicycling, The 
Complete, 684. Guide to Machines and 
Makers, xcv. Guide to Norih-West Kent, 

686. Guide to Tricyding, Penny, 686. Hand- 
buch des Bicycle-Sport, 697. Health upon 
Wheels, 684. He would be a Bicyclist, 688. 
Holland, N. V. B. Official Road-book of, 
700. Holyhead to London on Tricjrdes, 
From, 686. How to ride a Cycle, 684. Hotel 
Charges Directory, 685. Hygiene du V^lod- 
pide, 698. Icydes {Whrel WorltTs Christ- 
mas issue of '80), 692. In and Around Cape 
Ann, 655, 674. Indispensable Bicyclist's 
Handbook, The, 685. Instmctions to Wheel- 
men, 678. Itiliani, Statuto della Sodeta 
Ciclisti, 700. Italy on a Tricyde, Through. 

687. Ireland, Two Trips to, . Kentucky 

Road-Book, 590, 678. Killamey, A Touring 
Trip to, . Lake District and the Isle of 


A Hthorsy compilers t piMishers atid Printers 
0/ the foregoing : F. Allier, 698. A. L. At- 
kins, 111,635, 677. Ballantyne Press, The, 
6S6. A. B. liarkman, 655. C. D. Batchelder, 

676. E. Benassit, 69S. A. Berruyer, 698. C. 
H. Bingham, 700. A. M. Bolton, 549, 683. 
G. F. Brooks, 679. J. S. Browning, 655. C. 
W. Bryan & Co., 700. H. Buchanan, 686. 
W. S. Bull, 231, 677. J. P. Burhank, 16,673, 

677. (Lord) Bury, 687. Cassell & Co., 687. 
A. D. Chandler, 673. G. Chinn, 655, 677. J. 
C. Cbrk, 679. R. Clarke & Co., 678. W. 
Collins, Son & Co., 683. R. Cook, 6S7. 
C. Cordinglsy, 636. H. D. Corey, 679. E. 
H. Corson, 655, 671. H. L. Cortis, 684. T. 
Coventry & Co., 683. Cunningham Co., The, 
653* 679. Cupples, Upham & Co., 655. J. 
G. Dalton, 503, 635. A. De Baroncelli, 688, 
69S-9. W. Diederich, 679. H. B. Donly, 655, 
677. Ducker & Goodman, 615, 655, 675. N. 
F. Duncan, 6S7. Durrant & Co., 687. G. 
Ernst, 697. (Miss) F. J. Erskine, 6S4. U. 
Etherington, 685. Falconer, 686. A. Favre, 
698. S. C. Foster, 655, 674, 679. C. J. Fox, 
686. S. Fusse'il, 685. J. T. Goddard, 402, 
673, 68S. Goy, 688. L. U. Gill, 683. H. 
H. Griffin, 683. Griffith & Farran, 685. 
Hamilton, Adams & Co., 687. Hammer- 
smith Printing Works, 686. E. S. Hart & 
Co., 655, 674, H. B. Hart, 655, 660, 678. 
J. R. Heard, 679. W. H. Heath, 685. A. 
S. Hibbard, 655, 674. G. L. Hillier, 687. E. 
C. Hodges & Co., 674. C. Howard, 550, 681. 
C. Hubbard, 696. C. G. Huntington, 582, 

677. lliffe & Son, 683-7. " Ixion," 688. 
L. G. Jacques, 69S. Jacquot, 699. Jarrold 
& Son, 6S3. F. Jenkins, 677. J. H. John- 
son, 677. F. W. Jones, 683-4. H. A. Judd, 
685. " Jupiter," 688. A. Kenmann, 657. 
H. Kendall, 686. T. J. Kirkpatrick, 677. 
A. H. Lang, 686. Lee & Walker, 679. V. 
Leger, 699. J. Lennox, 686. Letts, Son & 
Co. , 681-2. Little, Brown & Co. , 680. Long- 
man & Co., 6S7. J. N. McClintock, 680. 
(Mrs.) F. T. McCray, 635, 674. A. H. Mac- 
Owen, 635, 674. Mason & Payne, 6S1-2. J. 
Menziss & Co., 686. W. L. Mershon & 
Co., 678. T. S. Miller, 653, 679. A. G. 
Morrison, 693. G. Moore, 692. F. Moore, 
685. Morris Bros., 683. P. N. Myers, 390, 

678. C. W. Nairn, 6S6, 692. " Nauticns," 
684. E. Neve, 686. " Old Wheelman," 678. 
Overman Wheel Co., 676, 6.'9. C. A. Pal- 

mer, 687. A. Palmer & Sons, 687. H. Park, 
678. J. Pearcs, 686. M. D. Pellencontre, 
698. J. PenneU, 655, 687. (Mrs.) E. R. 
Pennell, 653, 687. L. G. Perreaux, 69S. 
G. Phillip & Son, 682. R. E. Phillips, 550, 
6391 683. Pope Manufacturing Co., 678. 
L. H. Porter, 530, 678. B. W. Potter, 68a 
Charles E. Pratt, 304, 672, 678, 688, 703. 
F. A. Pratt, 625, 678. "Rae Banks," 636. 
Rand, Avery & Co., 674. J. M. Raukine, 
698. F. Regarasy, 698. H. R. Reynolds, 
k-f 533 • ^^- Richard, 698. C. M. Rich- 
ards, 678. B. W. Richardson, 62, 6S5. Rob- 
erts Bros., 687. Rockwell & Churchill, 656. 
672, 679. Root & Tinker, 680. Will Rose, 
489. H. T. Round, 687. J. P. Russell, 696. 
H. N. Sawyer, 679. C. Scribner's Sons, 
655, 687. Seeley & Co., 687. E. M. Sen- 
seney, 677. J. C. Sharp, jr., 673. E. R. 
Shipton, 687. W. S. Y. Shuttle worth, 687. 
V. Silbsrcr, 697. (Miss) E. L. Smith, 655, 
674. L Snow & Co., 687. C. Sp2nc3r, 685, 
687. Springfield Printing Co., 675, 710. W. 
J. Spurrier, 684,683. W. G. Stables, 6S4. T. 
Stevens, 473-84, 655, 637. Stoddard, Lover- 
ing & Co., 679. Strand Pub. Co., 683. H. 
Sturmey, 684, 685. G. B. Thayer, 576. 
•' Velox," 688. T. H. S. Walker, 651, 697. 
F. Warne & Co., 685. J. S. Webber, jr., 
655, 674. W. D. WeUord, 687. F. W. Wes- 
ton, 676. " Chris Wheeler," 655, 674. W. 
H. Wheeler, 650. White, Stokes & Allen, 
65s, 674. C. H. Whiting, 676. J. Wilkin- 
son Co., The, 677. A. Williams & Co., 673. 
J. A. Williamson, 684. A. J. Wilson, 534, 
693. H. S. Wood, 177, 676-7. T. H. Wright, 
677. A. Young, 655, 679. G. E, Young, 


Adirondacks, Illustrated Guide to the, 1S6. 
American Literature, Cydopxdia of, 434, 439. 
Agriculture of Mass., 679. Among the Stu- 
dios, 431. Androscoggin Lake and Head- 
waters of Conn., 575. Atlantic Islands, 355. 
Australia, The "New Chum " in, 570. Aus- 
tralian Pictures, 570, Baddeck, 286-7. Bart- 
lett, Memoir of Gen. W. F., 386. Berkshire, 
The Book of, 700. Bermuda, An Idyl of the 
Summrr Islands, 366. Bermuda, History of, 
335. Bermuda, Illustrated Guide to, 366. 
Bermuda Pocket Almanac, 366-7. Bleak 
House, 466. Boston, Dictionary of, 113. 
Boston, Handbook of, 113. Boston Harbor, 



^ jDumaliiir, A Hiilory of, b%%. Conn. 
ViUc, m Mau., Hii>. d[ Ihc, jSi. Dc- 
•oiixin Aincricii. ifj. Diseam ol Uodcm 
Ule, Ms. Escfdopedia BriliiintQ. 6S!t, 
Field BodIl of ihe American Revolulion, 
•jaa. Field Book af Ihe War ol e^ei, 700. 
FoacVeU3aiy>1e,v>s,7M,7>3. Geolosisl 
ol New Jeney, Repon for >«4 of the Siale, 
.,t Cra(.onC«.ni,Ga«lice.,S77, Grani'» 
McEiHiiii, 7J1. Harvard and ill Surroutid- 
inp, 11]. How ID Pa; Cliurch Dcbis, jij. 
Hudson Rixr by Fen aiid PsEicil, 19S. 
Hunan lni;rcoiinc, ««, 46S-9. Humitig 
Tript ola RaiKhisui, 4;;. Intellectual Ule, 
Tbc. 467.3. Lake CeOEiire, llloU. Guide to, 
■ gj.6. Liberly, EqimHtT. Fnlemity. 7]]. 
London Social Life, Impreuioni ol, 449. 
Lutbeian Vcar Book, 31}. Marilime Prot- 
mce*. The, 19). Methodiit Year Book, jif. 
Middle Slaies, Guide 10, »«, Minme Phi- 
kwpfaer, loS. Modern GymniH, The,(»j. 
UooKhead Lake and N. Me. Wildetne», 
%■]%. Ml Desert on the CoaM of Mc.iai. 
Naiy in the Civil War, The, jji. New 
England, Guide 10, .93. New York, Dit- 
Evnafy ol, 6j, Si, S7, »g, 46, loa, ej;. New 
York, Hisl. of the City of, 434. I^otei of an 
Idle Eicunion, }S& Open Leller la J. G. 
Hdla.Hl,An,7I». Piclureaque America, 3S], 
414, TOO. Piclunaque B. & O , n;, iSi. 
Rcli^on, Mr. 7>9. Koughlng It. it. S^ra. 
loci, lllust.Cuideto.iSi. Shenandoah Vj]. 
ley in 1U4, 346, ]s>. Splil Zephyr, 4O6. 
SfiriBsfield, Handbmk ol, ei), 116. Stolen 
Whiu Elegihant, 356. Sloriei by Ameiicin 
Authors. 46b, Taimanian Eicurumiii'i 
Guide. s&]. Their Wedding Journey, iis, 
4it. ThankleH Muse. The, jji. Traveler, 
The. iv. U. S. Army Table ol Dittancn, 
Mo. Vicar of Wakefield. »]. ViiiU to Re- 
mnUble Placet, 404. Vale and the City ol 
Elm>,T}}. Vale,Fauryeanal,4o;,7it,7i]. 
Walking Guide lo Ml. Wuhinglon Range, 
iTt. Wafhinpon Square, 4j., We.tem 
Ham, Hilt, ol, s<'. White Mtn, Cuidei, 
ig3.j77. Winihrop, Lifaand Poemiof Theo- 
dore, 439. 

NoH^vctiHO Authors. 

T. R Aldrich, 4JI. D, Ammen, jji. G. 

Arnold, I], 30}, yiO. E. U. Bacon, EI]. 

S, G. W. 

H. A. Been, 466, 7 
3». 483. W. H. Biihop, 4j,, 71S. c, A 
Briued, 717-S. L. P, Bruckelt. ,77. t, W 
Bryan, 700. W. C. Bryanl, ..(., 700. O. 
B. Bonce, TOO. H. C. Buituer, 717 C S, 
Calverley, 34. A.Uary,7j,, H. Uiild, 5,7 
M. H. Li«, 3J.. p. Oartie, S7D G, H 
Cook, 174. J. F. Cowan, ja,. W, Cow|>ri. 
406. J. D. Coi, 3SI. W. Decrow, 133. ij 
Deloe, V. C. Ihcken., jj,, 466, ,14. J , 
R. Dorr, 366. A. Doobleday, 351. t. a 
Duyckinck, 434, 4J> T. D-iglii, i!j. b<- 

L.H. E.^n.,S8i. C. A. J. Fan«^. 575' M. 

F, For< 

. B. FraoUin, 

U. S. ( 

. Gudel, 

. 446, 46%** J, C, Harri., ." 

.4. 3»o. 

IL Herrick. 471. J. C. Ho)iai^' 

S3i. 7.S. 

W. D, Howell., 3.S, „S W 

0,- A. A. Humphrey., jjj. II 

H. Jacki 

m. 30(. H. JamM,4)>. S, Joh.,. 

Km. 40S 

*'7. 4J6. 7S(. F. KemUe. „". 

M. King 

iij, i]«. M. J. Umb. 414 A 

Lang, 7,, 

H. W. Longfellow, 4JO. H J 


TO>. J. F. McOure, 658, A. T 


iJ. C B. Manin, iKi, J, A 




fa-y J 

■hly, Do 


me, ssa 




* X.- " J ^•» * - i=sS rempenince 

-, "v* V \ . «44,6So. Con- 

^ ». V •« TT, Loadon, 687. 

' . » vt . 5^1-1. Courier, 

• ■ . \ *<!^ v.\*urier, Rochester, 

\^ N w V r •*-ci. X. Y., 177. Di»- 

•»- • 1 i,« fc»ettius News, Des- 

\.' • "v* LccKion, 551, 711. Ex- 

,.%, • i'i.» \ \ » $33. Frank Leslie's 

- 4 . •.•. S v.. 513. Free Press, 

V .. •», >>,>•» . 55c G^sntlemcu's Maga- 

•%• '. r*;- CUobe, Boston, 618. 

» • »i A ■ 'x^ Ls'u.Uhi^ 64, 63$. Harper's 
'^^ » V ' • \ N \ . »s^»«*« Harper's Weekly, 
S ^ f'v'- r**-*. 4:5. 4^3- Harper's Young 

* »• ' \ \ ,r.i5. Herald, Auckland, 567. 

» '\.» t**»<xv»» 114. Herald, N. Y., 497, 

K^. *<-- H^raU, Rochester, ai6. Herald 

v^ \ »*^ W KAndolph, Vl., 67a. Journal, 

,- >x-v- • . O u. , 6<S ^ Journal & Courier, New 

^.,... ti'^4oi. Knickerbocker Magazine, 
N \ . j«.N Knox Student, Galesburg, 658. 
. -x* vi>>rs:« Ripple, N. Y., 198. Lippin- 
OS \ M*;A>.ine, Phila., 1, 16S, 65S, 70a. 

V • ,Ktv«or*s (Jaictte, Boston, 525. Mes- 
«« ^ '. \lAtl>hhjad, Ms., 281. Massachu- 
«-« -^ MuAiine, IUmIoii, 6S0. Mrs. Grundy, 
S \ \% . ^ Morning Call, San Francisco, 
,.sv Saihw, N. Y., aSi, 354, 433» 437. 45o» 
i>-vM| New*, Chjlstsa, 535. News, Hain- 
S : •«, ^^^^r.^ 551. News & Chronicle, Stawell, 
Xv; , «*^, N*^ Norfolk Reformer, Simcoe, 
x^.M , j3«, 6.n» ^'^ Northwestern Christian 

K,\vv^tc, ChicAgo, 499' Once a Month, 
M » NMinxc, %*^. Our Young Folks, Boston, 
*tt relit Journal, Paris, 6;7. Pilot, Bos- 
t.N*., ^\:. IV)**! & Tribune, Detroit, 505. 
r».^st nisp^fch, St. Louis, 528. Press, Phila- 
A -' ^^i\» 454. P"ck, N. Y., 15, 36, 246, 407, 
^'>>,^^>. ft?3. Record, Phila., 627. Refor- 
m- ', Hennington, Vl., 627. Republican, 
\ v-^irc, Mich., 505. Republican, Spring- 
f\ • a. M* .115, 5*7. Royal Gazette, Bennuda, 
^«.V Ronnd Tabb, N. Y., 135- Saturday 
l^•t**^ N v., 15. Scientific American, N. 

V . 4<^S. ScribnerS Monthly, N. Y., 43 ». 
To«. <Si?'*. St.imboul Journal, Constantinople, 
4S» StAtt^man, Marshall, Mich., 323. Siu- 
^^wt, Amherst, Ms., 114- Sun, N. Y., 1541 
f,^j TaWc Talk, Ottumwa, la., 67a. Tas- 
maman News, 563. Telegram, N. Y., 280. 
Tex** Sittings, 668. Times, Calais, Me., 
t6s. Times, N. Y., ii., 35*1 459- Times, 

Philadelpiiiai, 177. Tiroes, Sydney. N. S. 
W., 69S. Til Bits, Loodon, xdv. Tooth- 
pick, Ashasore, IlL, 4S9. Transcript, Port- 
land, 237, 6x7. Tribune, Cambridge, 657. 
Tribune, Chka^o» 323. Tribune, N. Y., 
497» 577. 7*4, 7*'. UnLoo, Spnngfiekl, Ms., 
58a University Quaneriy, N. Y., 469. Van- 
ity Fair, N. Y.. 444. Vale Courant, New 
Haven, 398^ Yale Literary Magazine, New 
Haven, 399-403. World, N. Y., 5S4, 720-1, 


American Club, 509. American Radge, 
50S. Arab Light Rogulster, 535. Apollo 
Light Roadster, 321. Ariel, 504, 519, 541, 
546-7. Bayliss & Thomas, 348. Bone-shak- 
ers, 394, 400-2. British Challenge, 183, 508, 
S»o. S43» 5«5. 557. 5^«t 569- Carver, 503. 
Centaur, 523. Challenge, 330, S37- Club, 
505. 50S. 5*3. 5^5. 569- Club Safety, 566. 
Columbia, 148, 189, 324, 487, 501, 505, 507, 
511, 520, 521, 524, 5»5. 5^5. 709. 7«2-3- Co- 
lumbia Expert, 47, 59, 149, 237, 244. 388, 474, 
484. 49a . 503. 506, 50S, 510-11, 513, 5i7>5i9->o, 
523-30, 575-6, 578. Columbia Light Roadster, 
527-9. " Columbia, Number 234," 35-48, 
86. Columbia Special, 503, 507-8, 511, 520, 
521. Columbia Standaixi, 48, 59, 1S3, 244, 
378, 474. 4S4, 458-9, 494. 5«>. 503. 508. 5>». 
5»3, 5*5. 5«9, 5^3. 5*8-9. 576- Coventry. 330. 
Coventry Geatleman, 537. Coventry Ma- 
chinist Co., 663. Cunningham Co., 653, 656, 
666-7, 679. 7 '3. Desideratum, 537. D. £. 
H. F. Excelsior, 546, 5G9. D. E. H. F. 
Premier, 519, 559, 561, 569. Duplex Excel- 
sior, 517, 524, 546. Eclijise, 541, 547. Kx- 
traordinary, 4S7, 505. Facile, 161, 509, 536, 
537. 53S. 553, 551. 555- Gentleman. ^. 
Gentleman's Club, 569. Gentleman's Road- 
ster, 542. Gormully & Je£Fery, 6S3,,798. 
Hartford, 401. Harvard, 138, 1S9, 493, 502, 
508, 520, 524. Hollow Spoke Roadster, 54a. 
Howe, 552. H umber, 509, 516, 517, 524, 54a. 
Idea^ 493. Interchangeable, 546. Invioci- 
We. 5»7. 557. Ivel Safety, 557-S. John 
Bull, 507. Kangaroo, 508-9. Keen, 547. 
Lynn Express, 537. Matchless, 50S, 532, 
563. Monod, 401. Newton Challei^ie, 50^. 
Otto, 521, 529. Overman Wheel Ox, ftSa, 
663-5, 676. Paragon, 504, 517. Perfection, 
546, Pickering, 392, 4oo-S- Poor Star, 50^ 
Pope Mfg. Co., 24-6, 36, 40, 42, 47A », 94- 
«39. »89» 4S5. 5o«-»f S« «• 5a3» S>*. S^S. ^57-6"^ 



^, 7<»-3f 7"-»3f 799- Premier, 327, 519, 
5*9» 5S9» 5^»» 5^- President, 491. R. & P., 
657. Regent, 540. Rover Safety, 535, 545. 
Royal Mail, 508, 527. Rucker, 509, 530, 
5J6, 542, 543- Rudge, 128, 139, 183, 321, 
500, 508-10, 639. Rudge Light Roadster, 388, 
50S, 513, 526, 56 J, 567, 578, 679. Rudge 
Safety, 527. Safety, 505. Safety (King), 672. 
St. Nicholas, 524. Sandringham, 538. Sans- 
pareil, 324, 50S-9, 520, 524-5, 530. Shadow, 
50^ Singer, 34S, 527. Singer Challenge, 
537. H. R. Smith Machine Co., 671. Special 
Club, 5o3. Stanley, 517. Stanley Head Ex- 
c:;!sior, 546. Star, 164, 172, 257, 267, 269-71, 

»74» 320, 50S. 5io-». 52S» 530. 549. 575. 577- 
Union, 508. Velocity, 50S. Victor, 487, 493, 
50S, 5 16, 5 19, 524-5, 527. 676. Xtra, 348, 505. 
Yale, 508, 509, 516, 519, Sio. 


Beeston H timber, 557-8, 588. Carver, 535. 
Centaur Tandem, 535. Challenge, 686. 
Cheylesmore Club, 562, 565-6. Cheylesmore 
Sodable, 589. Club Racer, 535. Club So- 
ciable, 535. Columbia, 503, 508, 509, 511, 
528. Coventry Convertible, 517. Coventry 
Rotary, 513, 686. Crescent, 526. Cripper, 
5»7. 526, 552, 554- Dearlove, 543. Diana, 
686. Excelsior, 503, 569. H umber, 509, 530, 
5?5. 543, 54^, 55»» 554-6, 686. Humber Tan- 
dim, 509, Imperial Club, 535, 554. Invin- 
cible, 517. National, 511. Omnicycle, 686. 
Premier, 524, 686. Quadrant, 535, 686. 
Rotary, 535. Royal Mail, 526, 554. Royal 
Salvo, 503. Royal Salvo Sociable, 517. 
Rucker, 686. Rucker Tandem, 509. Rudge, 
526. Rudge Tandem, 525. Special Chal- 
lenge, 533. Tandem, 535. Traveller, 509, 
526. Victor, 508, 509, 526. 

Autobiographic and Personal. 

Ancestry, 722-3. Appointments for wheel« 
ing, 730. Authorship, iv.,405, 722-3. Aver- 
age man in physique. An, v., 473. Awe an 
unknown element, 471, 727. Birthday Fan- 
tasie (verse). A, 23. Boat-race manager at 
New London, 130. Rone-shaker days, 391- 
406. Book, History of this, 701-719. Busi- 
ness-man, in spite of myself, A, vii., 483. 
Centenarian kinsman. My, 723. Change of 
" K0I Kron " to " Karl," 720. Qass poet 
and historian, 392, 401. Collector of post- 
are-vtarops, 722. "Coll. Chron." of IVprid, 

720, 723. Companionship the highest hap- 
piness, 467. Compensations of a qui^t life, 
4671 73 <• Conceit, 732. Costume for riding, 
16-22. Death, 3S0, 733. Deviation in career, 
caused by cycling, 406. Di.^ing my way out 
to freedom, 725. Disclaimers: as to ambition, 
309, 732; athleticism, iv. ; boastfulness, v., 
5S2 ; college honors and prizes, 722 ; competi- 
tion, v., 484, 721-3; egotism, v., vii.; envy, 
v., 393f 47»i 7221 730; fame, 309; hermit-life, 
467; hero-worship, 464; literary skili, iv., 
716; notoriety, vii., 281, 729; ostentation, 
729, 732 ; partisanship, 726 ; praise, vi. ; van- 
ity, v., 701, 716, 73a. Dislike for "literary 
men *' and " athletes," iv. ; for " medicine- 
men," 62. DhertUsemeni as the permanent 
element of life, 722. Early days with " Curl," 
407-25, 47(> Editor of college magazine, 
392-3» 399- Emersonian maxims, 723, 732. 
Enemies, 731. European travel, 405-6. Forty, 
vi., 725, 732. Friends, 467, 726-7. Gen- 
ealogy, A student of, 722. Gift-taking, Ob- 
jections to, 713-4. Golden Fleas (verse). My 
search for the, 23, 406. Government by in- 
terference, My hatred of, 726. " Great ex- 
pectations " as a bookseller, vii. Happiness, 
Ideal of future, 309, 467. Health, 62, 294, 
307. Hopefulness as a self-deception, 716. 
Hopes for the future. Three, viii. H umorous 
sense, 721-2, 727. Illness, 62, 291. Indebted- 
ness to family and friends, 727. Independ- 
ence protected by obscurity, 280. Index- 
maker in college, 392-3, 401. Indian as an 
ideal, 295, 466. Indifference to "recogni- 
tion," 727. Impartiality towards " the trade," 
vii., 712-4. Lament for the Legal-Tender 
decision, 464. League, Business-stake in the, 
720. Left-hand penmanship acquired, vi., 
483, 710. Life as viewed in retrospect, vi. 
Literary and theatrical people, I ndilf Irenes 
to, iv., 728. Literary ideal. Simplicity of, iv. 
London life, 405-6, 427, 471. Ix>ngcvity, 
Chances of, 723, 732. Lost inheritanc?, iSo. 
Marriage, 47a, 723, 731. Mechanical aplitudi, 
Lack of, 36, 713. Middle-age, 44, 29f. Mind 
and character, 732. Money-making capacity, 
vi., 392. 720, 725. Mount Tom, Aff.xtion for, 
252. " My Second Ten Thousand," Pro- 
posals for, 21 X, 501, 573, 590, 716-7. Nar- 
row escapes, 45, 413, 733. Observation of 
prominent people, "out of harness," 727. 
Optimism, 731. Overwork, Attempts to es- 
cape, 720, 725. Personal revelations a busi- 


N. Y., 65S. Church of Ireland Teipperance 
Visitor, 686. Clipper, N. Y., 494,680. Con- 
tinent, Phila. (viii.). Country, London, 687. 
Courier, Ballarat, Vict., 561-2. Courier, 
Buffalo, N. Y., 5S8. Courier, Rochester, 
577. Descriptive Amarica, N. Y., 177. Dis- 
patch, Pittsburg, 323. Evening News, Des- 
eret, 520., Examiner, London, 551, 711. Ex- 
press, Buflfalo, N. Y., 5S8. Frank Leslie's 
Sunday Magazine, N. Y., 323. Free Press, 
Aberdeen, Scot., 555. Gentlemen's Maga- 
zine, London, 403. Globe, Boston, 618. 
Good Words, London, 62, 685. Harper's 
Magazine, N. Y., 15S, 242. Harper's Weekly, 
N. Y., 390-1, 402-4, 475, 4S3. Harper's Young 
People, N. Y., 615. Herald, Auckland, 567. 
Herald, Boston, 114. Herald, N. Y., 499, 
S^Jii 657* Herald, Rochester, 216. Herald 
& News, W. Randolph, Vt., 672. Journal, 
London, Out., 669. Journal & Courier, New 
Haven, 39S, 401. Knickerbocker Magazine, 
N. Y., 2 16. Knox Student, Galesburg, 658. 
Lake George Ripple, N. Y., 198. Lippin- 
cott's Magazine, Phila., i, i63, 658, 702. 
Manufacturer's Gazette, Boston, 52s. Mes> 
senger, Marbhh^ad, Ms., 2S1. Massachu- 
setts Magazine, Boston, 6S0. Mrs. Grundy, 
N. Y. (vii.). Morning Call, San Francisco, 
492. Nation, N. Y., 281, 354, 433, 437, 450, 
570,614. News, Chelsea, 525. News, Ham- 
burg, Ger., 551. News & Chronicle, Stawell, 
Vict., 566, 696. Norfolk Reformer, Simcoe, 
Ont., 331, 634, 669. Northwestern Christian 
Advocate, Chicago, 499. Once a Month, 
Melbourne, 560. Our Young Folks, Boston, 
431. Petit Journal, Paris, 697. Pilot, Bos- 
ton, 657. Post & Tribune, Detroit, 505. 
PoAt-Dispatch, St. Louis, 528. Press, Phila- 
delphia, 454. Puck, N. Y., 15, 36, 246, 409, 
499, 669, 673. Record, Phila., 627. Refor- 
mer, Bennington, Vt., 627. Republican, 
Landing, Mich., 505. Republican, Spring- 
field, Ms., 115, 527. Royal Gazette, Bermuda, 
366. Round Table, N. Y., 135. Saturday 
Press, N. Y., 15. Scientific American, N. 
Y., 403. Scribner's Monthly, N. Y., 431, 
504, 658. Stamboul Journal, Constantinople, 
4S2. Statesman, Marshall, Mich., 323. Stu- 
dent, Amherst, Ms., 114. Sun, N. Y., 154, 
403. Table Talk, Ottumwa, la., 67a. Tas- 
manian News, 563. Telegram, N. Y., 280, 
Texas Siftings, 668. Times, Calais, Me., 
265. Times, N. Y., ii., 356, 459. Times, 

Philadelphia, 177. Times, Sydney, N. S. 
W., 695. Tit Bits, London, xciv. Tooth- 
pick, Ashmore, 111., 4S9. Transcript, Port- 
land, 257, 627. Tribune, Cambridge, 657. 
Tribune, Chicago, 323. Tribune, N. Y., 
499j 597» 7»4. 72 7. Union, Springfield, Ms., 
580. University Quarterly, N. Y., 469. Van- 
ity Fair, N. Y., 444. Yale Courant, New 
Haven, 398. Yale Literary Magazine, New 
Haven, 399-402. World, N. Y., 584, 720-1, 


American Gub, 509. American Rudge, 
50S. Arab Light Roadster, 535. Apollo 
Light Roadster, 321. Ariel, 504, 519, 541, 
546-7. Bayliss & Thomas, 348. Bone-shak- 
ers* 394* 400-2. British Challenge, 183, 50S, 
52o» 543. 545. 559. 5^>«. 5^- Carver, 503. 
Centaur, 523. Challenge, 330, 537. Club, 
505, 508, 533, 565, 569. Club Safety, 566. 
Columbia, 148, 189, 324, 487, 501, 505, 507, 
511, 520, 521, 524, 525, 565, 709, 712-3. Co- 
lumbia Expert, 47, 59, 149, 237, 244, 388, 474, 
484. 492. 503. 506,508, 510-11, 513, 5 •7> 519-20, 
523-30, 575-6, 578. Columbia Light Roadster, 
527-9. "Columbia, Number 234," 35-48, 
86. Columbia Special, 503, 507-S, 511, 520. 
521. Columbia Standard, 48, 59, 183, 244, 
378, 474, 484, 488-9, 494, 500, 503, 508, 51 f, 
S»3, 5»5. 5*9. 523. 528-9. 576. Coventry, 330. 
Coventry Gentleman, 537. Coventry Ma- 
chinist Co., 663. Cunningham Co., 653, 656, 
666-7, 679, 712. Desideratum, 537. D. E. 
H. F. Excelsior, 546, 569. D. E. H. F. 
Premier, 519, 559, 561, 569. Duplex Excel- 
sior, 517, 524, 546. Eclipse, 541, 547. Ex- 
traordinary, 487, 505. Facile, 161, 509, 536, 
537. 538. 553. 554. 555- Gentleman, 567. 
Gentleman's Club, 569. Gentleman's Road- 
ster, 542. Gormully & Jeffery, 683,^798. 
Hartford, 401. Harvard, 138, 189, 493, 502, 
508, 520, 524. Hollow Spoke Roadster, 54a. 
Howe, 552. Humber, 509, 516, 517, 524, 542. 
Ideal, 493. Interchangeable, 546. Invinci- 
hle, 517, 557. Ivel Safety, 557-8. John 
Bull, 507. Kangaroo, 508-9. Keen, 547. 
Lynn Express, 537. Matchless, 508, 532, 
563. Monod, 401. Newton Challenge, 508. 
Otto, 521, 529. Overman Wheel Co., 662, 
663-5, 676. Paragon, 504, 517. Perfection, 
546. Pickering, 392, 400-5. Pony Star, 509. 
Pope Mfg. Co., 24-6, 36, 40, 42, 47-8, 86, 94, 
»39. »89. 485. 501-2, 511, 523, 526, 565, 657-60, 



664, 702.3, 711-13, 799- Premier, 337, 519, 
5*9i 559» 5^<t 5^ President, 491. R. & P., 
657. Regent, 540. Rover Safety, 535, 545. 
Royal Mail, 50S, 527. Riicker, 509, 530, 
5J6» 54«, 5U- Rudge, 128, 139, 183, 321, 
500, 50S-10, 639. Rudge Light Roadster, 388, 
50**. 5«3, 5*6, 56 J, S^7* 578. 679. Rudge 
Safety, 527. Safety, 505. Safety (King), 672. 
St. Nicholas, 524. Sandringham, 538. Sans- 
pareil, 324, 50S-9, 520, 524-5, 530. Shadow, 
508. Singer, 34S, 527. Singer Challenge, 
537. H. B. Smith Machine Co., 671. Special 
Club, 50S. Stanley, 5 1 7. Stanley Head Ex- 
c-::)sior, 546. Star, 164, 172, 257, 267, 269-71, 
274, 320, 503, 520-1, 525, 530, 549. 575. 577- 
Union, $0^. Velocity, 50S. Victor, 487, 493, 
$08, 516, 519, 524-5, 527, 676. Xtra, 348, 505. 
Yale, 508, 509, 516, 519, 530. 


Beeaton Hurabir, 557-S, 5S3. Carver, 535. 
Centaur Tandem, 535. Challenge, 686. 
Ctieylesmorc Club, 562, 565-6. Cheylesmore 
Sociable, 589. Club Racer, 535. Club So- 
ciable, 535. Columbia, 503, 508, 509, 511, 

525. Coventry Convertible, 517. Coventry 
Rotary, 513, 686. Crescent, 526. Cripper, 
5 '7, 526, 552. 554- Dearlove, 543. Diana, 
686. Excelsior, 503, 569. Humber, 509, 530, 
5?5. 513. 54*^, 55«. 554-6, 686. Humber Tan- 
dem, 509. Imperial Club, 535, 554. Invin- 
cible, 517. National, 511. Omnicyde, 686. 
Premier, 524, 686. Quadrant, 535, 686. 
Rotary, 535. Royal Mail, 526, 554. Royal 
!>alvo, 503. Royal Salvo Sociable, 517. 
Rucker, 686. Ruclcer Tandem, 509. Rudge, 
526L Rudge Tandem, 525. Spedal Chal- 
lenge, 535. Tandem, 535. Traveller, 509, 

526. Victor, 508, 509, 526. 

Autobiographic and Pbrsonau 

Ancestry, 722-3. Appointments for wheel- 
ing, 730. Authorship, iv.,405, 722-3. Aver- 
age man in physique. An, v., 473. Awe an 
unknown element, 471, 727. Birthday Fan- 
tasie (verse), A, 23. Boat-race manager at 
New London, 130. Bone-shaker days, 391- 
4o6l Book, History of this, 701-719. Busi- 
ness-man, in spite of myself, A, vii., 483. 
Centenarian kinsman, My, 723. Change of 
" Kd Kron " to " Karl," 720. Qass poet 
■od historian, 392, 401. Collector of post- 
a2e-«tan»P», 722. " Coll. Chron." of i^orld. 

720, 733. Companionship the highest hap- 
piness, 467. Compensations of a quiqt life, 
467, 73 !• Conceit, 732. Costume for riding, 
16-22. Dsath, 380, 733. Deviation in career, 
caused by cycling, 406. Di;^ing my way out 
to freedom, 725. Disclaimers: as to ambition, 
309, 732; athleticism, iv. ; boastfulness, v., 
5S2 ; college honors aud prizes, 722 ; competi- 
tion, v., 4S4, 721-3; egotism, v., vii.; envy, 
v., 393» 47». 722, 730; fams, 309; hermit-life, 
467; hero-worship, 464; literary skill, iv., 
716; notoriety, vii., aSt, 739; ostentation, 
729, 732 ; partisanship, 726 ; praise, vi. ; van- 
ity, v., 701, 716, 732. Dislike for "literary 
men '' and " athletes," iv. ; for " medicine- 
men," 62. Drvertissemtnt as the permanent 
element of life, 722. Early days with " Curl," 
407-25, 471. Editor of college magazine, 
392-3* 399' Emersonian maxims, 723, 732. 
Enemies, 731. European travel, 405-6. Forty, 
vi., 725, 732. Friends, 467, 726-7. Gen- 
ealogy, A student of, 722. Gift-taking, Ob- 
jections to, 713-4. Golden Fleas (verse), My 
search for the, 23, 406. Government by in- 
terference, My hatred of, 726. *' Great ex- 
pectations " as a bookseller, vii. Happiness, 
Ideal of future, 309, 467. Health, 62, 294, 
307. Hopefulness as a sslf-deception, 716. 
Hopes for the future, Three, viii. H umorous 
sense, 721-2, 727. Illness, 62, 29}. Indebted- 
ness to family and friends, 727. Independ- 
ence protected by obscurity, 2S0. Index- 
maker in college, 392-3, 401. Indian as an 
ideal, 295, 466. Indifference to " recogni- 
tion," 727. Impartiality towards " the trade," 
vii., 712-4. Lament for the Legal-Tender 
decision, 464. League, Business-stake in the, 
720. Left-hand penmanship acquired, vi., 
483, 710. Life as viewed in retrospect, vi. 
Literary and theatrical people. Indifference 
to, iv., 728. Literary ideal. Simplicity of, iv. 
London life, 405-6, 427, 471. Longevity, 
Chances of, 723, 732. Lost inheritance, i*^. 
Marriage, 472, 723, 731. Mechanical aptitud >, 
Lack of, 36, 713. Middle-age, 44, 294. Mind 
and character, 732. Money-making capacity, 
vi., 392. 720, 725. Mount Tom, Affection for, 
252. "My Second Ten Thousand," Pro- 
posals for, an, 501, 573, 590, 716-7. Nar- 
row escapes, 45, 413, 733. Observation of 
prominent people, *'out of harnes.H," 727. 
Optimism, 731. Overwork, Attempts to es- 
cai>e, 720, 725. Personal revelations a busi- 



ness-necesaty, vii. " Philately," A writer 
on, fta-3. Physique, v., 59, 61, 6a, 153, 294, 
307. Political prejudices, 736. Portrait never 
" exchanged," 280. Preference for small 
tasks, 723. Pride, 732. Procrastination pre- 
vents English tour, 406. Publisher, Pay as 
a, 715, 724. Relations with wheelmen, 729. 
Representative spokesman for the hobby, As 
a, vi. Respect for fellow-residents of the U. 
B., 462. Right-hand disabled by too much 
pen-work, vi., 483, 710. Rowing, 61. Rule 
of non-membership, 720. Running, 61. Sar- 
casms of destiny, 724-5. Self-reliance, 722. 
Slowness, iv., 731. Snapper-up of uncon- 
sidered trifles, Asa, v., 716. "Solidarity" 
with Stevens, 4S4. Solitude in the U. B., 
Experiences of, 463. Spectator of society. 
As a, 467, 722, 728-9, 731. Sports of child- 
hood, with " Curl," 413-21. Statistical show- 
ing of my personal part in the book. xx. 
Steadfastness, 725. Subscription-solicitor as 
undergraduate, 392. Suspension from col- 
l;ge, 392, 404. Swimming, 61. "Thirtieth 
Street " reminiscences, 452. Touring, Equip- 
ment for, i6-22 ; Leisure gained for, 720. 
Travels in Europe, 405-6. Two exploits 
I should have been proud of, 464. Two sol- 
diers whom I adnured, 386, 439. Under- 
graduate reminiscences, 391-405, 466. Van- 
ity disclaimed, 701, 716, 732. Verses voic- 
ing my philosophy, 15, 23, 34, 63, 304, 309, 
728, 729, 730, 731, 800. Visitors, Recep- 
tion of, 729. Volubility as a book-agent, 724. 
Walking, 61. Wealth, 15, 720, 731. Work- 
hours favorable for touring, 720. World 
work as college chronicler, 720-1. Yale, 
Book about, 405, 711, 722. Yale graduate. 
Biography as a, 732. Yankee from Yankec- 
ville, A thoroughbred, 36, 722-3. Yale men 
in New York, Directory of, 464. 

Wheeling Autobiot.raphy. 

Analysis of 234 rides, 49-63. Ankle sprained, 
241. Bathing, 61. Bed-bugs in Maryland, 239. 
Bermuda trip forces U. S. Goveniment to 
dass tourists' cycles as " personal effects, 
exempt from duty," 368-70. Bone-shaker ex- 
periences in 1869, 391-406. Boots immortal- 
ized, 279. Boston pilgrimage for purchase of 
" No. 234,*' 25. Clothes for riding, Cost of, 
41. Club-swinging, 61, 395, 405. Coasting, 
5'f 5*. »33- Cold weather, 246-54, 298-9, 342. 
Cramps, 59, 263. Cyclometers, Experiences 

with (Butcher), 147, 374, 378 ; (McDonnel'), 
248 ; (Pope), 24, 26, 47, 582 ; offer to lest, 714. 
Daily riding averages, 49. Drinking, 54, 62, 
516. Eating, 61. Elbow broken by first fail 
from saddle, 24, 62, 307. Falls of my 1400 
m. tour, 306. Fastest rides, 58, 233, 313, 
362. Fifty-mile rides, *8o to '82, 50-51, 54. 
First sight of a velocipede, in '69, 393. First 
trial of a bicycle, in '79, 156. Food, 61, 313, 
362. Foot, Injury to, 306. Fording, 228, 241, 
375i 378-81, 383. Headers, 55, 238, 273, 363, 
373. Hill climbing, 53, 58, 272 (71 corrected, 
5S2). Hotel mi.series, 13, 150, 205, 209, 227, 
229, 230, 241, 326, 338. Hundred-mile run, 
312. League founded in my honor, 24; my 
btisiness-stake in its success, 720. Leisure 
for touring. How gained, 720. Longest 
tour, Inspiration of my, 295. I^ng stays in 
saddle, 52-53, 122, 313, 343. Malarial sweats 
cured by riding, 294-5, 30S. Mechanical 
aptitude, Lack of, 36, 713. Mileage of sepa- 
rate roadway estimated, 31. Memorial plac- 
ard on " No. 234," 48. Moonlight, Longest 
ride by, 318. Mud-clogging, 22S, 349, 373. 
Night-riding, 56, 205, 227, 240, 241, 248, 252, 
298, 3".3»3. 3»8, 336, 338, 344, 360, 377. 
Objections to bags, 17; bells, 18, 22, 55; 
belts, 18, 22 ; crowds, 256, 272 ; large wheels, 
59 ; medicine-men, 62 ; tobacco, 62, 63 ; 
whistles, 55. Pedestrian, Record as a, 61. 
Physique, Tests of, 54, 61, 153. Queerest 
ride of all, 380. Railroad mileage summary, 
31, 33. Road-riding summaries, i879-'82, 
26-31, 49-5»- Race, My only, 362. Rainy 
rides, 228, 262, 283, 29S, 304-5, 3S0. Risks, 
53> 153* 362* 380. Saddle-soreness, 307. Sea 
voyages, 282, 292, 358, 363. Size of wheel. 
Preference as to small, 59-61. Snow-storms, 
251, 298, 342. Statistics of mileage com- 
pared, 31, 296, 317, 384, 388. Sunstroke in- 
vited on Long Island, 54, 153. Thefts, 57. 
Thunder-storm, Descent of the Blue Ridge in 
a, 3 So. Touring as related to working hours, 
720 ; equipments for, 16-22. Tours outlined. 
Earliest, II, 26-31,42. Training, 62. Trium- 
phant finish of the thousand-mile trail, 304. 
Vow to refrain from riding, 388, 733. Water 
routes. Summary of mileage on, 32. Wear 
and tear of machine, 37-41. Weariest day's 
tour in four years (Ky.), 230. Week's mile- 
age, Longest, 296. Weight and height, 59. 
World's record for straightaway touring, won 
by 1400 m. ride of 1883, 300, 532, 549, 551. 


This Book of Mihb, ji 


]-cyclen, iv. AutobioEnphy 
belwen Lhf linei. An, vL AuUTgraph edi- 
lion, Signins J]63 By-Juvei tor ihe, vi., 71a. 
BL WarlXi cold thoulder lor the KlKine, 
604. BookKlliag (gaiDil Iiade-pKccdenl, 
.ii. Boiloa'i notions contrulcd oitta New 
Vork'a, )oS. Bull-dog ai an intpintion, 701. 
Bbi^ntu Lush dI good-will, vi-, vii., 701, 714, 
7jb, 7>o, 7JJ. CiTcuUn and ipccimvn dup< 
l«J, 701-* Collegiani nol aitnltled, 70^9. 
Columbiii l»cycl». Incidental adv. of, 711-). 
Conpaiisonnf mruheme toSleTcni'i round- 
the-world lour, 48]- Complitnenlary copiei 


lalion hoped roi 



1. Debr> 

and i 





n. E 


wto., Atlr 





of pri 

t ol, 6sj. Geogriphicil range 
en, vii,.». Cifi-taking, Ob- 
14. Hotel* and libraHea, Sell- 

ideal, Simplicity of, iv., 474. 
ireii, Trtalment by, 69J. 
hoQ Springfidd, 7J2, 714, 

siLidfj Chance of, vi., 71 


support, 701, 

publishing, 7>5' Political i 
716. Pope Mfg. Co.'s nSen 1 
711-1]. Prediciionl of failure 
Preface, liL-viiL Press, Treatmenl by the, 
704-9, 7'S- Price mispiialcd at "(" in- 
stead of "»>," 7J1, 714, ;» Printing, 

Prospecluj (Dec. j. '83), 704. (May a, '84) 
70s, Puffery as dist 

I asked i( 

7>8, 7> 

"Ten Tliousand Miles on a Bicycle," 4S, 
48. "St, J5J, J71, jBi, jSj, jSa, 469, 4Sj^, 
6S5, 701. Tradesmen, Indifference of, 709, 
7ri ; reasons why Ihey should freely advenite 
and belp its sale, •>•,%. Type. Prelerencu as 
to >iie of, vli., 71^-17. Undergraduates un- 
inlereUed, 70S-9. Unpaid agenli as booV-sell- 

iii. tVlntTs liberal support, 704-5, 707-8. 
WMttlitg and tVHarmtn'i Caulu give aid, 
706^. Words, Estimated number of, «. 

press, ToS. "X- M. 

Miles" as a lille, 704. 


Affeclationi of society, 46!. Affection and 
sympathy in cycling, 14, 719. Appearances, 
Thecoslof, 719; deceiifulness 01,408; keep, 
ing up of. in England, 41*. Aristocracy. 
396-7, 44S-9. Bachelors' chambers, 440-1, 
4SS-6. Bashfulneai a form o( vanity, ya. 
Birthdays, joi. Boaitfulnesi, soi. Bohc- 

" Boy-like " a belter adjective than "boy- 

gTowth,4>6; estimateiof, &JI. Childhood^s 
egotism charming, 731. Class enthusiasm at 
college, 391. CInthes, 16. Collegiate finances, 

of "sodcly people," 447-8,455- Companion- 
ship, The cost of, aj;. Compcnsalioi 

■ "U : 

: oi 


454. Contempt best shown by silence, 596. 
Courage, Suggestions about, 725. Custom 
as Juggernaut, 444. Danger as a fascination, 
380. Death, The fear of, 46S ; the mystery 
o^ 732-3' Democracy, An ideal, 396 ; social 
drift towards, 448. Eccentricity, Pain in the 
consciousness of, 443, 455. Eonomy of pay- 
ing a good price for the best, 606. Egotism, 
v., 732. Elegancies of living not forbidden 
by isolation, 456. Endowments for colleges, 
Influences affecting, 435-7. English house- 
hold comfort superior to American, 444-5, 
449-50. Enlightened selfishness, 719. Ex- 
clusiveness, 449. Fallacy of getting some- 
thing for nothing, 604. Fame, Emptiness 
off '5. 3091 439i 465, 728-9, 733. Familiarity 
kills literary curiosity, 731. Family perma- 
nence not possible in America, 722. Fatigue 
of false pleasure, 309. Fighting for con- 
science' sake, 3S6 ; for peace, 466. Freedom, 
The charm of, 255, 280, 462, 466 ; the costs 
of, 444, 46S; the ideal home of, 428, 473. 
Genealogy, Scientific lessons of, 723. Gen- 
erosity of wealthy Americans, 435. Genius, 
The secret of, 14. Gossip harmful by ex- 
cess, 280. Graduation-year, The memory of, 
39t. Gravity defined by Rochefoucauld, 
727. Happiness in keeping boy-like, 14 ; con- 
ditioned on health, 294 ; of congenial work, 
468 ; of mental freedom, 469 ; of wheeling in 
foreign lands, 309. Hermits, Apparent and 
real, 467-8. Hobby-rider as a bore. The, 5. 
Hoggishness, 10,615,621. Hospitality, Per- 
fect machinery for (in England), 442 ; diffi- 
culties of (in America), 449-50. Hotels, 442, 
450, 601-6. Humor of disappointment, T*he, 
256. Hypocrisy of " amateurism," 628, 630, 
649. Imitation, The servility of, 446, 453, 
468. Independence defined by Hamerton, 468. 
Intellectual exhilaration in long-distance tour- 
ing, 301-3. Insularity of British business- 
men, 484. Janitors, A study of, 457-60. Lit- 
erary faculty a form of weakness, 728. Local 
limitations of " position," 448. Local pride 
as a spur to public spirit, 436. Love, 15, 136, 
409-10, 442-3, 472, 731- Lying, 6, 20, 397, 733. 
Matrimonial ideals, 442. Memory, Fallibil- 
ity of, 391, 399, 404. Mental liberty, 454, 
468-9, 472. " Money " a universal language, 
284, 701. Motto for an honorable life, 680. 
Negroes' behavior at Bermuda, 364. Origin- 
ality, French hatred of, 468. Ostentation, 
4671 469. Philistinism, 469. Pleasure of " I 

told you so," The, 276. Politics, A citizen's 
duty towards, 726 ; a less-dignified game than 
wheeling, 309 ; a topic for conversation, 450. 
Publicity, The curse of, 281 ; privacy made 
by> 429* 443- Puffery, The mistake of, 718. 
Respectability, English ideal of, 446 ; French 
ideal, 46S. Repute and reality, 728. Rich 
and poor, 630, 720, 729. Rivalries of men 
and women contrasted, 721 ; of Western 
cities, 436. Savage, Suggestions of the, 61, 
62, 295, 309, 454-5. 466-9, 73 1. Sectarian con- 
trol of colleges, 435. Self-absorption, An- 
tidotes for, 466. Self-confidence, Rarity of, 
448-9. Self-suppression in Loudon and New 
York, 427, 447. Servitude to servants (in 
America), 449-50 ; (in England), 445-7. Silence 
the bitterest form of contempt, 596. Sincerity 
of "last words," 730; in solitude, 467-9. 
Slaughter as the chief basis of renown, 465. 
Snobbery shown by " amateurism," 650. So- 
cial significance of various residence-quarters 
in N. Y., 65, 452. Society, as an ancient and 
interesting game, 728-9. Solitude, Pleasures 
of, 7i 34i 255, 406, 432, 454-6, 467-9 ; solace for, 
14 ; terror of to evil-doers, 441 ; test of char- 
acter, 462. Sophistry as a lawyer's main- 
stay, 724. Sport's highest function, 732. 
Superstitions, 409, 413, 430, 463. Sympathy 
in a common hobby, vi., 5. Theatrical life 
defined by Fanny Kemble, 728. Tliieves' 
shrewdness, 44 r. Tonic quality in hard work, 
309, 468. Travel, Advantages of foreign, 
3, 469 ; necessity of for Englishmen, 447 ; 
relative isolation in, 454. Triumph, Def- 
inition of, 304. Undergraduates as demo- 
crats and aristocrats, 396. Vanity as a lit- 
erary inspiration, 701; in portraiture, 280; 
melancholy tokens of at Mammoth Cave, 
381 ; density of in " social leaders," 455 ; 
solitude as a deliverance from, 468 ; shown by 
bash fulness, 502 ; twists the street numbers, 
586. Veneration, 448. Verbosity of Evarts 
defended, 724. Votes, The significance of, 
726 ; the power of, for rebuking the preten- 
sions of the Great American Hog, 615, 621. 
War and peace, 386, 439. Wealth, 15, 396, 453, 
469. Whims, Distinction between positive 
and negative, 281. Wives and mistresses, 
441-4. Woods, A home in the, as an escape 
from conformity, 444, 454-6, 467-8. Youth : 
its generous " illusions " defended by Renan, 
47a ; its pricelessness proclaimed by the 
hopeless longing of TurgenefF, 728. 

INDEX (Jf persons. 


Man, Road Guide for the, 687. Land's End 
to John O'Groat's on a Tricycle, 685. League 
Handbooks, '81 and '87, 625, 677. Legal 
Aspects of Road Repair, 650. Letters of In- 
terest to Wheelman, 67S. Library of Sports 
(Cycling), 6S5. Log Book, My Cycling, 676. 
Long Island Road-Book, 655. Liverpool Cy- 
clists* Pocket Guide and Club Directory for 
*85, 6S6. Lyra BicycHca, 505, 655, 674. Man- 
uel du V61oceman, 698. Manuel du Vdloci- 
p&de, 69S. Massachusetts State Division 
Road Book, 5S1, 677. Mechanical Diction- 
ary, 6SS. Michigan Road-book, 677. Mis- 
souri Handbook, 677. Modern Bicycle, The, 
685. Modern Cycles, On the Construction 
of, 6S3. Modern Velocipede, The, 688. My 
Cycling Friends, 6S7. My Cycling Log Book, 
670;. My Second Ten Thousand, 211, 501, 
590, 716. Nauticus in Scotland, 6S4. Nauti- 
cus on his Hobby-Horse, xciv. Nervous- 
ness, How I Cured Myself of, 688. Notting- 
ham, Cyclists' Guide to, 6S5. Official Hand- 
book of the Clubs of Essex, 687. Ocean to 
Ocean on a Bicycle, From, xciv. Ohio Road- 
Book, 677, 68a . On Wheels, 688. Our Camp 
{Cyclisfs Christmas issue of '84), 692. Over- 
land to Sydney on Cycles, 565, 696. Over the 
Handles, 673. Over the PjTenees on a Bicy- 
(^Cf 549> ^3* Paris, Guide des Environs de, 
699. Pleasures of Cycling, xciv. Pocket Di- 
rectory, The Scottish A. C, 686. Pocket 
Manual of the Bicycle, A, 687. Pocket Road 
Guides, 550. Pope, Biography of A. A., 
680. Radfahrer's Jahrbuch, 697. Record 
Book for Tourists, 676. Repair and Mainte- 
nance of Roads, 650. Repairing of Bicycles 
by Amateurs, 678. Report of the " Socidtd 
Pratique du V^locipide " for '69, 698. Rhine, 
Handbook for Wheelmen along the, 697. 
Rhymes of the Road and River, 655, 674. 
Rights and Liabilities of Cyclists, 6S4. Road 
and the Roadside, The, 680. Road Book of 
C. T. C, Proposed, 687. Road Guide to the 
Southern Counties of Scotland, 686. Road 
Repair, 6g6. Roads of England (Gary's), 681. 
Roads of England (Howard's), 550, 681-2. 
Roads of England (Paterson's), 532, S39-40i 
68f. Romances of the Wheel, 685. Rota 
Vit», 685. Route Book, The Cyclist's, 684. 
Russia, A Bicycle Ride from, 687'. Safety 
Bicycles, 6S4. Scotland, Cyclist's Itinerary 
of, 550. Scotland, Nauticus in, 6S4. Scot- 
land, Road Guide to the Southern Counties 

of, 686. Scottish A. C. Pocket Directory, 
The, 686. Sel f Propulsion, 683. Sixty Poets 
on the Wheel, 674. Song of the Wheelist, 
The, 686. South Africa, A Tour in, 696. 
Southern Counties Camp Book, 686. Star 
Rider's Manual, 655, 671. Steel Wings, 674. 
Suggestions for Choice, Care and Repair of 
Bicycles and Tricycles, 678. Ten Thousand 
Miles on a Bicycle, 45, 48, 353, 370, 426, 
483-4, 655, 701-33. Theorie du V^locipMe, 

698. Things a Cyclist Oucht to Know, 55a 
Tour dc Monde en Vdlocipide, Le, 6^8. 
Tourists' Guide, 684. Tourists, Rights and 
Liabilities of, 685. Trade catalogues and 
advertisements, 653, 679-So. Training for 
Amateur Athletes, 684. Training Instructor, 
Th2, 686. Tricycle Annual, 685. Tricycle 
and Tricycling, The, 686. Tricycle et Vtfioci- 
pMe k Vapeur, 698. Tricycle, In Relation 
to Health and Recreation, 685. Tricycle, 
Land's End to John O'Groat's on a, 685. 
Tricj'cle, Through Italy on a, 687. Tricycle, 
A Treatise on the Theoretical and Practical 
Construction of the, 683. Tricycles and How 
to Ride Them, 686. Tricycles, From Holy- 
head to London on, 686. Tricycling, Cor- 
dingley's Penny Guide to, 686. Tricycling 
for Ladies, 684. Tricyclisi's Indispensable 
Annual & Handbook, 684. Tricyclisi's Vade 
Mecum, The, 686. Two Pilgrims' Progress, 
687. Vade Mecum du Touriste Vdlcccman, 

699. Vade Mecum, The TricycHst's, 686. 
V^locipide, Le, 698. Velocipede Specifica- 
tions, Abridgment of, 550. Velocipede, The, 
402, 673. Velocipede, The, 688. Veloci- 
pedes, 688. Velocipedia, 688. V^locip^die 
Pratique, La, 699. Vclocipedisten- Jahrbuch 
for '84, 697. Western Adventures of a Bicy- 
cle Tourist, 489. Western New York Road- 
Book, 221. Westward, Ho! on a Sociable, 
687. What and Why, 678. Wheelman's 
Annual for '81 and '82, 16, 673, 707. Wheel- 
man's Hand-book of Essex Co., 1 12, 655, 677. 
Wheelman's Log Book for '81, 677. Wheel- 
man's Record Book, 677. Wheelman's Ref- 
erence Book, 615, 655, 675, 710. Wheelman's 
Year Book, The, 686. Wheelman's Year 
Book, Diary and Almanack for '82, 687. 
Wheel Songs, 655, 674. Wheels and Whims, 
6551 674. IVhrei IForfifs Annuals, 692. 
Whirling Wheels, 673. Whizz, The, 688. 
World on Wheels, The, 680. Year's Sport, 
The, 687. 


N. Y., 65S. Church of Ireland Teijiperance 
Visitor j 686. Clipper, N. Y., 494,680. Con- 
tinent, Phila. (viii.). Country, London, 6S7. 
Courier, Ballarat, Vict., 561-2. Courier, 
Buffalo, N. Y., 5S8. Courier, Rochester, 
577. Descriptive America, N. Y., 177. Dis- 
patch, Pittsburg, 323. Evening News, Des- 
eret, 520., Examiner, London, 551, 711. Ex- 
press, Buffalo, N. Y., 588. Frank Leslie's 
Sunday Magazine, N. Y., 323. Free Press, 
Aberdeen, Scot., 555. Gentlemen's Maga- 
zine, London, 403. Globe, Boston, 618. 
Good Words, London, 62, 685. Harper's 
Magazine, N. Y., 15S, 242. Harper's Weekly, 
N. Y., 39o-». 402-4i 475. 483. Harper's Young 
People, N. Y.,615. Herald, Auckland, 567. 
Herald, Boston, 114. Herald, N. Y., 499, 
5S31 ^57- Herald, RcKhester, 216. Herald 
& News, W. Randolph, Vt., 672. Journal, 
London, Out., 669. Journal & Courier, New 
Haven, 39S, 401. Knickerbocker Magazine, 
N. Y., 216. Knox Student, Galesburg, 65S. 
Lake George Ripple, N. Y., 198. Lippin- 
cott's Ma^^azine, Phila., z, 16S, 658, 702. 
Manufacturer's Gazette, Boston, 525. Mes- 
senger, Marbhh^ad, Ms., 281. Massachu- 
setts Magazine, Boston, 6S0. Mrs. Grundy, 
N. Y. (vii.). Morning Call, San Francisco, 
492- Nation, N. Y., 281, 354, 433, 437, 450, 
570, 614. News, Chjlsea, 525. News, Ham- 
burg, Ger., 551. News & Chronicle, Stawell, 
Vict. , 565, 696. Norfolk Reformer, Simcoe, 
Ont., 331, 634, 669. Northwestern Christian 
AdvtKate, Chicago, 499. Once a Month, 
Melbourne, 560. Our Young Folks, Boston, 
431. Petit Journal, Paris, 657. Pilot, Bos- 
ton, 657. Post & Tribune, Detroit, 505. 
Post-Dispatch, St. Louis, 528. Press, Phila- 
delphia, 454. Puck, N. Y., 15, 36, 246, 409, 
497, 669, 673. Record, Phila., 627. Refor- 
mer, Bennington, Vt., 627. Republican, 
Lansin<;, Mich., 505. Republican, Spring- 
fi*M, Ms., 115, 527. Royal Gazette, Bermuda, 
366. Round Table, N. Y., 135. Saturday 
Press, N. Y., 15. Scientific American, N. 
Y., 403. Scribner's Monthly, N. Y., 431, 
501,658. Stamboul Journal, Constantinople, 
4S2. Statesman, Marshall, Mich., 323. Stu- 
dent, Amherst, Ms., 114. Sun, N. Y., 154, 
403. Table Talk, Ottumwa, la., 672. Tas- 
manian News, 563. Telegram, N. Y., 280. 
Texas Sif tings, 668. Times, Calais, Me., 
265. Times, N. Y., ii., 356, 459. Times, 

Philadelphia, 177. Times, Sydney, N. S. 
W., 69S. Tit Bits, London, xciv. Tooth- 
pick, Ashmore, 111., 489. Transcript, Port- 
land, 257, 627. Tribune, Cambridge, 657. 
Tribune, Chicago, 323. Tribune, N. Y., 
499. 577. 7*4. 7*7. Union, Springfield, Ms., 
580. University Quarterly, N. Y., 469. Van- 
ity Fair, N. Y., 444. Yale Courant, New 
Haven, 398. Yale Literary Magazine, New 
Haven, 399-402. World, N. Y., 584, 720-1, 


American Club, 509. American Rudge, 
508. Arab Light Roadster, 535. Apollo 
Light Roadster, 321. Ariel, 504, 519, 541, 
546-7. Bayliss & Thomas, 348. Bone-shak- 
os. 394. 400-a. British Challenge, 183, 508, 
S»o. 543. 545. 559. 5'»». 5^9- Carver, 503. 
Centaur, 523. Challenge, 330, 537. Qub, 
505. 508, 533. 5'^5. 569- Club Safety, 566. 
Columbia, 148, 189, 324, 487, 501, 505, 507, 
511, 520, 521, 524, 525, 565, 709, 712-3. Co- 
lumbia Expert, 47, 59, 149, 237, 244, 388, 474. 
484,492.503. 506,508,510-11, 5'3. 517. 519-20, 
523-30, 575-6, 578. Columbia Light Roadster, 
527-9. " Columbia, Number 234," 35-48, 
86. Columbia Special, 503, 507-8, 511, 520, 
521. Columbia Standard, 48, 59, 183, 244, 
378, 474. 484. 488-9, 494, 500, 503, 508, 511, 
5»3. 5«5. 5»9. 523. 528-9. 576. Coventry, 330. 
Coventry Ge;itleman, 537. Coventry Ma- 
chinist Co., 663. Cunningham Co., 653, 656, 
66^7. 679. 712. Desideratum, 537. D. E. 
H. F. Excelsior, 546, 569. D. E. H. F. 
Premier, 519, 559, 561, 569. Duplex Excel- 
sior, 517, 524, 546. Eclipse, 541, 547. Ex- 
traordinary, 4S7, 505. Facile, 161, 509, 536, 
537. 538, 553» 55 ♦. 555- Gentleman, 567. 
Gentleman's Club, 569. Gentleman's Road- 
ster, 542, Gormully & Jcffery, 683,, 798. 
Hartford, 401. Harvard, 138, 189, 493, 50a, 
508, 520, 524. Hollow Spoke Roadster, 542. 
Howe, 552. Humber, 509, 516, 517, 524, 543. 
Ideal, 493. Interchangeable, 546. Invinci- 
ble, 517, 557. Ivel Safety, 557-S. John 
Bull, 507. Kangaroo, 508-9. Keen, 547. 
Lynn Express, 537. Matchless, 508, 532, 
563. Monod, 401. Newton Challenge, 508. 
Otto, 521, 529. Overman Wheel Co., 662, 
663-5, 676. Paragon, 504, 517. Perfection, 
546. Pickering, 39a, 400-5. Pony Star, 509^ 
Pope Mfg. Co., 24-6, 36, 40, 42, 47-8. 86, 94, 
139. »89, 485, 5o«-2f S"i 5*3, 5*6, 565, 657-60. 



*64, 7<M-3i 7"-«3f 799- Premier, 337, 519, 
$*9» 5S9» 5^*1 5^ President, 491. R. & P., 
657. Regent, 540. Rover Safety, 535, 545. 
Royal Mai], 50S, 527. Rucker, 509, 530, 
5J6, 542, 543- Rudge, 128, 139, 183, 321, 
500, 50&-10, 6S9. Rudge Light Roadster, 388, 
50^. 5»3, 526, 56 J, 567, 57S, 679. Rudge 
Safety, 527. Safety, 505. Safety (King), 672. 
St. Nicholas, 524. Sandringham, 538. Sans- 
parei), 324, 508-9, 520, 524-5, 530. Shadow, 
50S. Singer, 348, 527. Singer Challenge, 
537. H. B. Smith Machine Co., 671. Special 
Club, 508. Stanley, 517. Stanley Head Ex- 
celsior, 546. Star, 164, 172, 257, 267, 269-71, 
274. 320, 508, 520-1, 525, 530, 549, 575, 577. 
Union, 508. Velocity, 508. Victor, 487, 493, 
508, 5x6, 519, 524.5, 527, 676. Xtra, 348, 505. 
Yale, 508, 509, 516, 519, 530. 


Beeston Humbsr, 557-8, 5SS. Carver, 535. 
Centaur Tandem, 535. Challenge, 686. 
Chcylcsraore Club, 562, 565-6. Cheylesmore 
Sociable, 5S9. Club Racer, 535. Club So- 
ciable, 535. Columbia, 503, 508, 509, 511, 
528. Coventry Convertible, 517. Coventry 
Rotary, 513, 686. Crescent, 526. Cripper, 
5«7, 526, 552, 554. Dearlove, 543. Diana, 
6S6u Excelsior, 503, 569. Humber, 509, 530, 
5^5. 5*3, 54*5, 55 »» 554-6, 686. H umber Tan- 
dem, 509. Imperial Club, 535, 554. Invin- 
cible, 517. National, 511. Omnicycle, 686. 
Premier, 524, 686. Quadrant, 535, 686. 
Rotary, 535. Royal Mail, 526, 554. Royal 
Salvo, 503. Royal Salvo Sociable, 517. 
Rocker, 686. Rucker Tandem, 509. Rudge, 
526. Rudge Tandem, 525. Special Chal- 
lenge, 535. Tandem, 535. Traveller, 509, 
526. Victor, 508, 509, 526. 

Autobiographic and Personal. 

Ancestry, 722-3. Appointments for wheel- 
ing, 730. Authorship, iv., 405, 722-3. Aver- 
age man in physique. An, v., 473. Awe an 
unknown element, 471, 727. Birthday Fan- 
tasie (verse), A, 23. Boat-race manager at 
New London, 130. Bone-shaker days, 391- 
406. Book, History of this, 701-719. Busi- 
ness-man, in spite of myself. A, vii., 483. 
Centenarian kinsman. My, 723. Change of 
" Kol Kron " to " Karl," 720. Qass poet 
and historian, 39a, 401. Collector of post- 
ajMtamps, 722. " Coll. Chron." of IVarld^ ^ 

720, 723. Companionship the highest hap- 
piness, 467. Compensations of a qui^t life, 
467,731. Conceit, 732. Costume for riding, 
16-22. Death, 380, 733. Deviation in career, 
caused by cycling, 406. Digging my way out 
to freedom, 725. DiscUimsrs: as to ambition, 
309, 732; athleticism, iv. ; boastfulness, v., 
5S2 ; college honors and prizes, 722 ; competi- 
tion, v., 484, 721-3; egotism, v., vii.; envy, 
v., 393i 47», 722, 730; fams, 309; hermit-life, 
467; hero-worship, 464; literary skill, iv., 
716; notoriety, vii., 281, 729; ostentation, 
729, 732 ; partisanship, 726 ; praise, vi. ; van- 
ity, v., 701, 716, 732. Dislike for "literary 
men '' and " athletes," iv. ; for " medicine- 
men," 62. Divertissement as the permanent 
element of life, 722. Early days with " Curl," 
407-25, 471. Editor of college magazine, 
392-3, 399> Emersonian maxims, 723, 732. 
Enemies, 731. European travel, 405-6. Forty, 
v»., 725, 732. Friends, 467, 726-7. Gen- 
ealogy, A student of, 722. Gift-taking, Ob- 
jections to, 713-4. Golden Fleas (verse), My 
search for the, 23, 406. Government by in- 
terference. My hatred of, 726. '* Great ex- 
pectations " as a bookseller, vii. Happiness, 
Ideal of future, 309, 467. Health, 62, 294, 
307. Hopefulness as a self-deception, 716. 
Hopes for the future. Three, viii. H umorous 
sense, 721-2, 727. Illness, 62, 294. Indebted- 
ness to family and friends, 727. Independ- 
ence protected by obscurity, 2S0. Indsx- 
roaker in college, 392-3, 401. Indian as an 
ideal, 295, 466. Indifference to "recogni- 
tion," 727. Impartiality towards " the trade," 
vii., 712-4. Lament for the Legal-Tender 
decision, 464. League, Business-stake in the, 
720. Left-hand penmanship acquired, vi., 
483, 710. Life as viewed in retrospect, vi. 
Literary and theatrical people, Indiffircncs 
to, iv., 728. Literary ideal. Simplicity of, iv. 
London life, 405-6, 427, 471. Longevity, 
Chances of, 723, 732. Lost inheritanc?, iSo. 
Marriage, 472, 723, 731. Mechanical aptitudi, 
Lack of, 36, 713. Middh-age, 44, 29*. Mind 
and character, 732. Money-making capacity, 
vi., 392, 720, 725. Mount Tom, Aflf-ction for, 
252. " My Second Ten Thousand," Pro- 
posals for, 211, 501, 573, 590, 716-7. Nar- 
row escapes, 45, 413, 733. Observation of 
prominent people, "out of hamesK," 727. 
1^ 731. Overwork, Attempts to es- 
^"rsonal revelations a busi- 


N. V.,6sS. Church of IreLnd Teipp=rance 

Philadelphia, 177. Times. Sydney. N. S. 

Vi»l™,6S6. aipi«r, N. V.,4w,6ao. Coo- 

W.,&^. Til Bix, London, iciv. Toolb- 

liotol, Phili. (viii.). Counlfy, London, 687- 

Cnurier, BaUarat, Vici.. 561-1. Courier, 

land. 1S7, 6>7- Trihnne, Cambridge, 6S7, 

Buffalo, N. v., sM. Couriw. Roch«w., 

Trihune, Chicago, 31,. Trihune. N. Y.. 

S77. D«»cripli« Amjria. N. Y.. .77. Dis- 

4*).i7?, 7.4, 7"- Union, Sprinsfield, M*., 

patch, Piuiburg. ji], EveniuE News, De>- 

jSo. Uiii.erulyQua[lerly,N.Y.,469. Van- 

.™i,s.o.. E«™Mr,L«.don,5S..7"- E:- 

ity Fair, N. Y,. «v Vale Couranl, Ne- 

PK», B„ft.h., N. v., SSS. F.»nk L«lie'. 

Haven, 398. Vale Ijterary Mataiine. New 

Sunday MaB»iiu,=. N. v., ji,. Fr« P««, 

- Ha«n, jw^oi. World, N, V-. 584. 7ao-i. 

Abwileen. Scol., jjj. Genliimtn's Maga- 

. tine, London, 40]. Globe, Boxon, 61S. 

Good Word.. London, 6., 685. Harpe,'. 

American Oub, jo,. American Rudge, N. v., <5S. 1.1. Harp«'. W«lJy, 

JoS. Arab Light Roadsler, 535, Apollo 

N.Y., 31)0-1, ,oi-4,47S.43j. Haiper'i Young 

Liglit Koadiler, 311. Ariel. 50), sig, m'. 

Peoplt. N. y„ 6.S. Heruld, Auckland, j6,. 

J46-7. BayiiMKThomat. 348. Boneshak- 

H™ld, lto«nu, Hnjid, N. v., ,OT. 

ers, ,„, 40O-.. BriiisU Challenge, .gj. joS, 

}Sj, 6;7. Hecald, RochMIer, 11& Herald 

S", 5(3. its, 557, j^i, 5*9. Carver, joj. 

a N=w>, W. Randolph, Vt., 6;.. Journal, 

Centaur, jij. Challenge, jjo, s)7- Oub, 

London, Onl., M). JoumulA Courier. New 

SOS, 5o3, iD, S*S, S69. Cluh Salety, s«. 

HuT=n.„t,4o.. KnicktrbockH Magaiine. 

Columbia. MS. iS,, j,4. 4»,, 50.. S05. So7, 

N. Y., ,16. K«H Siudent, Gal«bur3, 6sB. 

SM. 5», j>., 5.4. 5.5, s6i, 70,. ,,,-j. Co- 

Lake Cjo^ Ripple, N. Y., 198- Uppin- 

lumbia Expert. 4?, S9. .49, >3?. i44, jM. 474. 

totCi Majuine, Pl.Oa., ,, .63. 658. 701. 


5Ji-30.s75-6.s78- Columbia Ughi Roaduer, 

Knger. Marhl:h»d. Ml. aSi. Mauachu- 

iJ7-,. •' C-olmnbia. Number 134." 35-48. 

Ktli Magaiine, Boilon, 63o. Mn, Grundy. 

86, ColumlMa Special. 503, 507.8, 511. jlo. 

N. V. («i.). Morning Call, San Frandtco, 

S,.. Columbia .Slaodarf. 4S, S9, ■»). a44. 

37a. 474. 484. 4I8-9. 494, Soo, Soj. Jo". S". 

j7o,6n, Ne~j, Chjlsia, 515. Newi. Kam- 

S13, S'Si so. 3JJ. S'S-9, s;6- Coyentry. 130. 

nan, SS7. Coyenii, Ma- 

Desideiatum. S}7. D. E. 

, S46, 5^9- D. E. H. F. 

), s*',s69. Duple. Excel- 

6. Eclipw. 541. J47- K»- 

Soj. Facile. .«.. 509. 516. 

1. 569. Gentleman'! Road- 

nlly & Jeffery. 681., »8. 

darvard. .}8, 1S9, 4,j. joa. 

nilow Spoke Roldsier. 541. 

mber, J09. 516, 517, jn. 541. 

ichangeahle. $46. l»T!nd. 

I«l Safety, SS7-S. Job- 

garoo. 508* Keen. „,. 

SJ7. MalchlcB. S08. 5J1. 

,. New™ Challenge, v». 

0«.man Wheel Co.. Mi. 

J9a. 400-5. Pony Star, jo^ 

.4*, J*. 40. 41. 47-8.86, 94. 




664, 702.3, 7tj-i3, 799. Premier, 327, 519, 
529, 559, 561, 569. President, 491. R. & P., 
657. Regent, 540. Rover Safety, 535, 545. 
Royal Mail, 50S, 527. Rucker, 509, 530, 
5J6, 542, 543. Rudge, 128, 139, 183, 321, 
500, 50S-10, 6S9. Rudge Light Roadster, 388, 
y>% 5»3» 526, st\, 567, 578, 679. Rudge 
Safety, 527. Safety, 505. Safety (King), 67a. 
St. Nicholas, 524. Sandringham, 538. Sans- 
parei), 324, 50S.9, 520, 524-5, 530- Shadow, 
SoS. Singer, 34*$, 527. Singer Challenge, 
537. H. B. Smith Machine Co., 671. Special 
Club, 50S. Stanley, 517. Stanley Head Ex- 
celsior, 546. Star, 164, 172, 257, 267, 267-71, 

274. 320. 50S, 5 20- »» 525. 530, 549. 575. 577- 
Union, 508. Velocity, 508. Victor, 487, 493, 
508, 516, 519, 524-5, 527, 676. Xtra, 348, 505. 
Yale, 508, 509, 516, 519, 530. 


Beeston Humb^r, 557-8, 5S8. Carver, 535. 
Centaur Tandem, 535. Challenge, 686. 
Cheylesmore Gub, 562, 565-6. Cheyleamore 
Sociable, 5S9. Club Racer, 535. Oub So- 
ciable, 535. Columbia, 503, 508, 507, 511, 

525. Coventry Convertible, 517. Coventry 
RoUry, 513, 686. Crescent, 526. Cripper, 
5»7. 5*6, 552, 554. Dearlove, 543. Diana, 
686. Excelsior, 503, 569. Humber, 509, 530, 
535. 5»3. 54^. 55«. 554-6, 686. Humber Tan- 
dem. 509. Imperial Club, 535, 554. Invin- 
cible, 517. National, 511. Omnicycle, 686. 
Premier, 524, 686. Quadrant, 535, 686. 
Rotary, 535. Royal Mail, 526, 554. Royal 
Salvo, 503. Royal Salvn Sociable, 517. 
Rucker, 686. Rucker Tandem, 509. Rudge, 

526. Rudge Tandem, 525. Special Chal- 
lenge, 535. Tandem, 535. Traveller, 509, 
526. Victor, 508, 509, 526. 

Autobiographic and Personal. 

Ancestry, 722-3. Appointments for wheel- 
ing, 730. Authorship, iv., 405, 722-3. Aver- 
age man in physique, An, v., 473. Awe an 
unknown element, 471, 727. Birthday Fan- 
tasie (verse), A, 23. Boat-race manager at 
New London, 130. Bone-shaker days, 391- 
4o6w Book, History of this, 701-719. Busi- 
new reap, in spite of mysdf, A, vii., 483. 
Centenarian kinsman. My, 7x3. Change of 
" Kol Kron " to " Karl," 720. Dass poet 
tod Iintorian, 392, 401. Collector of post- 
», 722. " Coll. Chron." of U^orld, 

720, 723. Companionship the highest hap- 
piness, 467. Compensations of a qui^t life, 
467, 731. Conceit, 732. Costume for ridiug, 
x6-22. D^ath, 380, 733. Deviation in career, 
caused by cycling, 406. Digging my way out 
to freedom, 725. Disclaimers : as to ambition, 
309, 732 ; athleticism, iv. ; boastfulness, v., 
582 ; college honors and prizes, 722 ; competi- 
tion, v., 4S4, 721-3; egotism, v., vii. ; envy, 
v., 393. 47». 722, 730; fams, 309; hermit-life, 
467; hero-worship, 464; literary skill, iv., 
716; notoriety, vii., 2S1, 729; ostentation, 
729, 732 ; partisanship, 726 ; praise, vi. ; van- 
ity, V,, 701, 716, 732. Dislike for "literary 
men " and ** athletes," iv. ; for " medicine- 
men," 62. Divertissement as the permanent 
element of life, 722. Early days with " Curl," 
407-25, 471. Editor of college magazine, 
392-3. 399. Emersonian maxims, 723, 732. 
Enemies, 731. European travel, 405-6. Forty, 
vi., 725, 732. Friends, 467, 726-7. Gen- 
ealogy, A student of, 722. Gift-taking, Ob- 
jections to, 713-4. Golden Fleas (verse), My 
search for the, 23, 406. Government by in- 
terference. My hatred of, 726. " Great ex- 
pectations " as a bookseller, vii. Happiness, 
Ideal of future, 309, 467. Health, 62, 294, 
307. Hopefulness as a self-deception, 716. 
Hopes for the future, Three, viii. H umorous 
sense, 721-2, 727. Illness, 62, 291. Indebted- 
ness to family and friends, 727. Independ- 
ence protected by obscurity, 2S0. Ind^x- 
maker in college, 392-3, 401. Indian as an 
ideal, 295, 466. Indifference to "recogni- 
tion," 727. Impartiality towards " the trade," 
vii., 712-4. Lament for the Legal-Tender 
decision, 464. League, Business-stake in the, 
720. Left-hand penmanship acquired, vi., 
483, 710. Life as viewed in retrospect, vi. 
Literary and theatrical people. Indifference 
to, iv., 728. Literary ideal, Simplicity of, iv. 
London life, 405-6, 427, 471. Ix>ngevity, 
Chances of, 723, 732. Lost inheritance, iSo. 
Marriage, 472, 723, 731. Mechanical aptitiid*, 
Lack of, 36, 713. Middle-age, 44, 291. Mind 
and character, 732. Money-m.iking capacity, 
vi., 393. 720, 735. Mount Tom, Aff -ction for, 
252. "My Second Ten Thousand," Pro- 
posals for, 211, 501, 573, 590, 716-7. Nar- 
row escapes, 45, 413, 733. Observation of 
prominent people, "out of harness," 727. 
Optimism, 731. Overwork, Attempts to es- 
cape, 720, 725. Personal revelations a busi- 


N. Y.,6s8. Church of Ireland Teipperance 
Visitor, 686. Clipper, N. Y., 494,680. Con- 
tinent, Phila. (viii.). Country, London, 687. 
Courier, Ballarat, Vict., 561-2. Courier, 
Buffalo, N. v., 588. Courier, Rochester, 
577. Descriptive America, N. Y., 177. Dis- 
patch, Pittsburg, 323. Evening News, Des- 
eret, 520., Examiner, London, 551, 711. Ex- 
press, Buffalo, N. Y., 588. Frank Leslie's 
Sunday Magazine, N. Y., 323. Free Press, 
Aberdeen, Scot., 555. Gentlemen's Maga- 
zine, London, 403. Globe, Boston, 618. 
Good Words, London, 62, 685. Harper's 
Magazine, N. Y., 158, 243. Harper's Weekly, 
N. Y., 30O-1, 402-4, 475. 433- Harper's Young 
People, N. Y., 615. Herald, Auckland, 567. 
Herald, Boston, 114. Herald, N. Y., 499, 
5^3 • 657* Herald, Rochester, 216. Herald 
& News, W. Randolph, Vt., 672. Journal, 
London, Out., 66> Journal & Courier, New 
Haven, 39S, 401. Knickerbocker Magazine, 
N. Y., 216. Knox Student, Galesburg, 658. 
L.ike George Ripple, N. Y., 198. Lippin- 
cotl's Magazine, Phila., i, 16S, 65S, 702. 
Manufacturer's Gazette, Boston, 525. Mes- 
senger, Marbhlijad, Ms., a8i. Massachu- 
setts Magazine, Boston, 680. Mrs. Grundy, 
N. Y. (vii.). Morning Call, San Francisco, 
493. Nation, N. Y., 281, 354, 433, 437, 450, 
570, 614. News, Chelsea, 525. News, Ham- 
burg, Ger., 551. News & Chronicle, Stawell, 
Vict., 565, 696. Norfolk Reformer, Simcoe, 
Ont., 331, 634, 6S9. Northwestern Christian 
Advocate, Chicago, 499. Once a Month, 
Melbourne, 560. Our Young Folks, Boston, 
431. Petit Journal, Paris, 697. Pilot, Bos- 
ton, 657. Post & Tribune, Detroit, 505. 
Post-Dispntch, St. Louis, 528. Press, Phila- 
delphia, 454. Puck, N. v., 15, 36, 246, 409, 
497, 669, 673. Record, Phila., 627. Refor- 
mer, Bennington, Vt., 627. Republican, 
Lansing, Mich., 505. Republican, Spring- 
fii'd, Ms., T15, 527. Royal Gazette, Bermuda, 
366. Round Table, N. Y., 135. Saturday 
Press, N. Y., 15. Scientific American, N. 
Y., 403. Scribner's Monthly, N. Y., 431, 
504,658. Stamboul Jnunial, Constantinople, 
4S2. Statesman, Marshall, Mich., 333. Stu- 
dent, Amherst, Ms., 114. Sun, N. Y., 154, 
403. Table Talk, Ottumwa, la., 672. Tas- 
manian Neww, 563. Telegram, N. Y., 280. 
Texas Sittings, 668. Times, Calais, Me., 
265. Times, N. Y., ii., 356, 459. Times, 

Philadelphia, 177. Times, Sydney. N. S. 
W., 696. Tit Bits, London, xciv. Tooth- 
pick, Ashmore, 111., 4S9. Transcript, Port- 
land, 257, 627. Tribune, Cambridge, 657. 
Tribune, Chicago, 323. Tribune, N. Y., 
499. 597. 724. 727. Union, Springfield, Ms., 
580. University Quarterly, N. Y., 469. Van- 
ity Fair, N. Y., 444. Yale Courant, New 
Haven, 398. Yale Literary Magazine, New 
Haven, 399-402. World, N. Y., 584, 720-1, 



American Club, 509. American Rudge, 
508. Arab Light Roadster, 535. Apollo 
Light Roadster, 321. Ariel, 504, 519, 541, 
546-7. Bayliss & Thomas, 348. Bone-shak- 
ers, 394, 400-2. British Challenge, 183, 508, 

520. 543. 545. 559. S'J'. 5^- Carver, 503. 
Centaur, 523. Challenge, 330, 537. Club, 
505, 508, 520, 565, 569. Club Safety, 566. 
Columbia, 148, 189, 324, 487, 501, 505, 507, 
511, 520, 521, 524, 525. 565. 709. 7*2-3. Co- 
lumbia Expert, 47, 59, 149, 237, 244, 388, 474, 
4S4. 492. 503. 506, 508, 510-1 1, 513, 5'7. 5'9-2o, 
523-30, 575*6, 578. Columbia Light Roadster, 
527-9. " Columbia, Number 234," 35-48, 
86. Columbia Special, 503, 507-8, 511, 520, 

521. Columbia Standard, 48, 59, 183, 244, 
378, 474, 484, 438-9, 494, 500, 503, 508, 511, 
5»3, 5«5. 5«9. 523. 523-9, 576. Coventry, 330. 
Coventry Gentleman, 537. Coventry Ma- 
chinist Co., 663. Cunningham Co., 653, 656, 
66^7. 679. 7<2. Desideratum, 537. D. E. 
H. F. Excelsior, 546, 569. D. E. H. F. 
Premier, 519, 559, 561, 569. Duplex Excel- 
sior, 5»7, 524, 546. Eclipse, 541, 547. Ex- 
traordinary, 487, 505. Facile, 161, 509, 536, 
537. 533, 553. 554. 555- Gentleman, 567. 
Gentleman's Club, 569. Gentleman's Road- 
ster, 542. Gormully & Jcffery, 683,, 798. 
Hartford, 401. Harvard, 138, 189, 493, 502, 
508, 520, 524. Hollow Spoke Roadster, 54a. 
Howe, 552. Humber, 509, 516, 517, 524, 54a. 
Ideal, 493. Interchangeable, 546. Invinci- 
We, 517, 559. Ivel Safety, 557-8. John 
Bull, 507. Kangaroo, 508-9. Keen, 547. 
Lynn Express, 537. Matchless, 508, 53a, 
563. Monod, 401. Newton Challenge, 508. 
Otto, 521, 529. Overman Wheel Co., 662, 
663-5, 676- Paragon, 504, 517. Perfection, 
546. Pickering, 392, 400-5. Pony Star, 509. 
Pope Mfg. Co., 24-6, 36, 40, 42, 47-8, 86, 94, 
«39. »89, 485, 5o«-2. 5"i 523, 526, 565, 657.60, 



6^f 7<«-3f 7"-»3i 799- Premier, 327, 519, 
529,559,561,569. President, 491. R. & P., 
657. Regent, 540. Rover Safely, 535, 545. 
Royal Mail, 50S, 527. Ruckcr, 509, 530, 
5J6, 542, 5*3. Rudge, 128, 139, 183, 321, 
500, 50S-10, 6S9. Rudge Light Roadster, 3S8, 
V>% 5»3i 526, 56], 567, 578, 679. Rudge 
Safety, 527. Safety, 505. Safety (King), 672. 
St. Nicholas, 524. Sandringham, 538. Sans- 
pareil, 324, 50S-9, 520, 524-5, 530. Shadow, 
50S. Singer, 34S, 527. Singer Challenge, 
537. H. B. Smith Machine Co., 671. Special 
Club, 508. Stanley, 517. Stanley Head Ex- 
c::lsior, 546. Star, 164, 172, 257, 267, 269-71, 
*74, 320, 50S, 520-1, 525, 530, 549. 575. 577- 
Union, 50^. Velocity, 50S. Victor, 487, 493, 
50S, 516, 519, 524.5, 527, 676. Xtra, 348, 505. 
Yale, 50S, 509, 516, 519, 5JO. 


Beeston H umber, 557-S, 5SS. Carver, 535. 
Centaur Tandem, 535. Challenge, 686. 
Clieylesmore Club, 562, 565-6. Cheylesmore 
Sociable, 5S9. Club Racer, 535. Club So- 
ciable, 535. Columbia, 503, 508, 507, 511, 
52S. Coventry Convertible, 517. Coventry 
Rotary, 5J3, 686. Crescent, 526. Cripper, 
517, 526, 552, 554. Dearlove, 543. Diana, 
6S6. Excslsior, 503, 569. Humber, 509, 530, 
515. 543. 54*^. 55 ». 554-6, 686. Humber Tan- 
dem. 509. Imperial Club, 535, 554. Invin- 
cible, 517. National, 511. Omnicycle, 686. 
Premier, 524, 686. Quadrant, 535, 686. 
Rotary, 535. Royal Mail, 526, 554. Royal 
Salvo, 503. Royal Salvo Sociable, 517. 
Rucker, 686. Rucker Tandem, 509. Rudge, 
p6. Rudge Tandem, 525. Special Chal- 
lenge, 535. Tandem, 535. Traveller, 509, 
526- Victor, 508, 509, 526. 

Autobiographic and Pbrsonal. 

Ancestry, 722-3. Appointments for wheel- 
ing, 730. Authorship, iv.,4os, 722-3. Aver- 
age man in physique. An, v., 473. Awe an 
unknown element, 471, 727. Birthday Fan- 
tasie (verse), A, 23. Boat-race manager at 
New London, 130. Bone-shaker days, 391- 
«o5. Book, History of this, 701-719. Busi- 
ness-man, in spite of myself, A, vii., 483. 
Centenarian kinsman, My, 723. Change of 
" Kol Kron »' to " Karl," 720. Qass poet 
and historian, 39a, 401. Collector of post- 
asMtampf , 722. " Coll. Chron." of World, 

720, 723. Companionship the highest hap- 
piness, 467. Compensations of a quiqt life, 
467, 731. Conceit, 732. Costume for riding, 
i6-22. Death, 380, 733. Deviation in career, 
caused by cycling, 406. Di:^ing my way out 
to freedom, 725. Disclaimers : as to ambition, 
309, 732 ; athleticism, iv. ; boast fulness, v., 
5S2 ; college honors and prizes, 722 ; competi- 
tion, v., 484, 721-3; egotism, v., vii.; envy, 
v., 393. 47». 72a. 730; fame, 309; hermit-life, 
467; hero-worship, 464; literary skill, iv., 
716; notoriety, vii,, 2S1, 729; ostentation, 
729, 732 ; partisanship, 726 ; praise, vi. ; van- 
ity, v., 701, 716, 732. Dislike for "literary 
men '' and " athletes," iv. ; for " medicine- 
men," 62. Divertissement as the permanent 
element of life, 722. Early days with " Curl," 
407-25, 471. Editor of college magazine, 
392-3. 399- Emersonian maxims, 723, 732. 
Enemies, 731. European travel, 405-6. Forty, 
vi., 725, 732. Friends, 467, 726-7. Gen- 
ealogy, A student of, 722. Gift-taking, Ob- 
jections to, 713-4. Golden Fleas (verse). My 
search for the, 23, 406. Government by in- 
terference, My hatred of, 726. " Great ex- 
pectations " as a bookseller, vii. Happiness, 
Ideal of future, 309, 467. Health, 62, 294, 
307. Hopefulness as a self-deception, 716. 
Hopes for the future, Three, viii. H umorous 
sense, 721-2, 727. Illness, 62, 291. Indebted- 
ness to family and friends, 727. Independ- 
ence protected by obscurity, 280. Index- 
maker in college, 392-3, 401. Indian as an 
ideal, 295, 466. Indifference to " recogni- 
tion," 727. Impartiality towards " the trade," 
vii., 712-4. Lament for the Legal-Tender 
decision, 464. League, Business-stake in the, 
720. Left-hand penman.ship acquired, vi., 
483, 710. Life as viewed in retrospect, vi. 
Literary and theatrical people, Indiflirence 
to, iv., 728. Literary ideal, Simplicity of, iv. 
London life, 405-6, 427, 471. Ix>ngevity, 
Chances of, 723, 732. Lost inheritanc?, iSo. 
Marriage, 472, 723, 73?. Mechanical aptitud;, 
Lack of, 36, 713. Middle-age, 44, 294. Mind 
and character, 732. Money-making capacity, 
vi., 392. 720, 725. Mount Tom, Affection for, 
252. " My Second Ten Thousand," Pro- 
posals for, 211, 501, 573, 590, 716-7. Nar- 
row escapes, 45, 413, 733. Observation of 
prominent people, "out of harness," 727. 
Optimism, 731. Overwork, Attempts to es- 
cape, 720, 725. Personal revelations a bust- 


cannot be doubtful ; for the men who vote against this " equal rights bill " wiB be persistently 
advertised and " black-listed " by the many hundreds of vigorous young voters who have pal 
their signatures to the petitions in its behalf. The latest contribution to the literature of whed- 
men's rights on the highways appears in Outing for May, from the pen of C. E. Pratt, our ear- 
liest American student of the subject (see p. 503) ; and the latest grant from the commtsaoners 
of Prospect Park allows all tricyclers as well as bicyclers to use the footpaths at all hours, and 
also the driveways,— except two unimportant stretches ; but lamps are required after nightfalL 
The Indiana Division's road-map of that State (scale 9 m. to i in.; showing an area of 90 na. n. 
and s., 153 m. e. and w.) was issued Apr. 8, and may be had by non-members for $r, on appli- 
cation to J. Zimmerman, 37 S. Alabama St., Indianapolis. It contains lists of officers and hotels, 
and is folded in water-proof cover. The Michigan Division's road-book is announced for May 
10 (see p. 625). The League men of Illinois intend that each of the thirteen districts, into 
which their State is divided for representative purposes, shall issue a road-map in book-form, 3 
by 5} in., accompanied by printed briefs of the tours outlined upon it ; and that each representa- 
tive shall keep for reference a large-scale map of his district (^m/., Mar. 11, '87, p. 208). The 
long-delayed general hand-book of the League (see p. 635), with 34 titles in its contents-Iict, 
was announced for distribution Jan. 28 ; and the Sec-Ed. will gladly send several copies to any 
address, on receipt of 4 c. for mailing. Though the Jan. meeting authorized a new ed., to con- 
tain the latest rules and be sold at 10 c, no such book seems likely to appear before *88. All re- 
quests for the present pamphlet, or applications and money for membership should be sent — not 
to the address given at foot of p. 624, but — to Abbot Bassett, 22 School St., Boston, Mass. 

By estimate of the ex-Secretary (^m/., Jan. 38, p. 71), about 4000 uniforms were soTd to 
League men, by Browning, King & Co., of N. Y., under a contract which seems to have been 
rather carelessly executed, and which, towards the last, caused much dissatisfaction, by reason 
of the poor quality of cloth supplied. The committee of three, who were appointed to reform 
the matter, advertised full specifications (^«/., Apr. 8, p. 282), with intention to award to low- 
est bidder by Apr. 30; and they announced on May 2 its award to J. Wanamaker, of Phila., at 
following prices: Coat, $6.20; breeches, $4.34; shirt, $1.95; hose, 80 c; cap, 80 c; doth 
$237 per yard, — ^all goods to be delivered free at any express office in the U. S. The contract 
lasts till Nov. I, '89, and will presumably prove advantageous to the League, for the reason that 
its exceptional advertising value to the contractor fairly allows him to underbid all competitors. 
He Is now ready to fill orders direct, and he will soon mail to every League man an illustrated 
price-list, with blanks for ordering and for self-measurement. The contract binds him to buy 
a spedal sort of dark brown " Venetian " cloth, made at the Burlington Woolen Mills, for $a. 12 
per yard. (I may add here, for comparison, and to correct the record of p. 635, that the cloth for 
C. W. A. suits is now sent out by one of the Chief Consuls, — C. Langley, 13 Front st, Toronto, 
— for 40 c per yard ; also that the C. W. A. treasury, on May i, had a surplus of more than 
S200, after paying for the 2d ed. of its excellent road-book ; see p. 636.) The League cash bal- 
ance. Mar. 31, was $2744.28, with 113872.39 due for advertising. Against these total assets of 
$6616.67 were set $4352.58 due the Divisions and $1300.08 for all other accounts, induding the 
month's printing, — thus leaving an apparent net balance of $964. The number of Bulietu^s 
pages has been lessened and its advertising rates increased ; so that during April its receipts ex- 
ce^d-d its expenditures by almost $100. The editor insists that it will be perpetuated as a 
weekly, in spite of the large sums lost upon it ; and he predicts a membership of 9224 on May 
20, as compared with 8463 at similar date in '86, and 5176 a year earlier. The final report of the 
ex-editor gave a ubular view of its monthly receipts and expenditures for '86 (/?»/., Jan. 38, '87, 
p. 71), showing a total excess in the latter of $3470.91 — ^the only month on the right-side of the 
column being May, with a profit of $130. He argued, however, that the deficiency merely 
showed that members paid 34 c. each for a weekly paper which would cost them at least $1 each 
if not published on the co-operative plan ; and he predicted that in '87 the paper might be made 
self-supporting. Its original heading was superseded by a more artistic design when the fourth 
semi-annual volnme began, — Jan. 7, '87, — but its paper and typography have both been 
ened since the removal to Boston. 


The Lesigne's Transportation Committee baa won two notable victories since last July, when 
pp. 594-6 were electrotyped. At end of Dec, the N. Y. Central r. r. issued orders that a pas- 
senger's bicycle be carried free on local trains, iu place of other baggage, provided he presented 
it to baggageman, ten minutes before train-time, and signed a release of liability. Another im- 
portani tnmk-line, the Chicago & Northwesteni, against which wheelmen have sometimes spoken 
hard words, adopted the same enlightened system in April, and regularly announces in the offi» 
dal time-tables that bicycles can be checked as baggage. 1 have also found the following addi- 
tional free Hoes named in the BicycU South (Aug., '56) : Alabama Great Southern ; Cincinnati 
Southern ; Georgia Pacific ; Louisville, New Orleans & Texas ; Mobile 8l Ohio ; New Orleans 
& Northeastern; Newport News & Miss. Valley (Va., May i, '87), Vicksburg & Meridian; 
Vicksburg, Shreveport & Pacific. Several of these have been secured by C. H. Genslinger, and 
the latest information about Southern r. r.'s may be had on applying to him at 116 Gravier St., 
New Orleans. W. P. Way, of Belleville, Ont., in behalf of the C. W. A. Trans. Com. re- 
ported these free roads, Oct. 13, '86, in addition to the 7 more-important ones on p. 59S : Canada 
Atlantic, Central Ontario, Kingston & Pemboke, Napaoee & Tamworth, New Brunswick 
Quebec Central, South Eastern. 

LoNzx>N AssuRANCB.— I am obliged to withdraw the mild recommendation made upon pp. 
642, 69r, that Americans subscribe for the " C. T. C," as the cheapest device forgetting an 
English monthly which would tell them about foreign touring. On p. 64a, I explain how its 
editor is the real executive chief of the concern which nominally employs him ; and on p. 691 
he writes himself down as a very ill-mannered person ; but I had assumed he was at least an 
honest one, — however supercilious and autocratic,— until he gave public testimony to the con- 
trary, under oath as a witness, " in the High Court of Justice, Queen's Bench Division, before 
Mr. Justice Wills and a common jury," Monday, Nov. aa, 1886. This date may properly be 
remembered as marking when the C. T. C. was " foundered in London,"— in contrast to 
"Ai^. 5, '78," when it was " founded at Harrogate." The " Sec-Ed." appeared as plaintiff 
in a libel suit for $1000 against the writer and the publisher of a column-article in Cycling Timtt 
of July 7, '85, called " The Promptings of Duty are Inexorable " — which article was chiefly 
given to ridiculing the pretensions of the Gazette as of business value to its advertisers and of 
literary value to its readers. This was from the pen of a certain J. B. Marsh, of the editorial 
stafiE of the StoMdardt a leading London daily ; and the fact of his quarter-century's connection 
with the press of that city, and authorship of some 16 books, would seem to show his age as 
about 50. An insolent attack upon him in the GaaetU of May, '84,— «xposing a purely private 
*' touring challenge " of his to a Boston acquaintance (J. S. Phillips, lit. ed. of IVAee/man ; see 
pp. S58, 656), written by agreement upon the window-pane of an Alpine inn, — led him to investi- 
gate the sort of government which thus gave an " official editor " full power to send over the 
world printed ridicule and sarcasm of all such C. T. C. members as might not be pleasing to 
him. The result was a series of six articles signed "Anti- Humbug," which exposed with un- 
pleasant clearness the need of " C. T. C. Reform " ; and, inferentially, the hopelessness of it 
without first getting rid of the autocrat who was making a good living out of the perpetuation of 
abmes. These pieces appeared in many of the cycling papers ; and were followed by an attempt 
of their author, at a C. T. C. semi-annual meeting of Dec, '84,— the largest ever held, — to em- 
body them in legislation, as recorded in Gawttie. The natural failure of this attempt naturally 
led the " Sec-Ed." to grow more boldly abusive, until at last he had the temerity to undertake 
the libel suit. Meanwhile, our Philadelphian artist, J. Pennell, had chanced to send a letter 
from Italy to the Gaseiie, in reproof of something which two young American riders had printed, 
and he closed by saying that people " did not want such exaggerated stories." The " Sec- Ed:" 
ioterpolated the words, " nor the vaporings of elderly guidtmnes** and printed the whole over 
J. P.'s signature, afterwards telling him that the forged phrase was designed to apply to J. B. 
Mardi. Heooe, as aooa m the libel-suit opened, and the latter's counsel had got the " Sec-Ed. " 
pbiotiff tn the wte(MI|tH^||f promptly extorted from him a confession of the forgery, and 

-^nt to refer to Mr. Marsh, the writer of the alleged libel. 



lottd applause,** and was rejected with the other three officers : Lord Bury, Pres. ; W. B. 
Tanner, V. Pres., A. R. Sheppee, Treas. The latter*s " financial scheme " was adopted at a 
council-meeting of Apr. ai, with only 5 dissenting votes from among the 70 delegates present, 
while the proxy votes were also in its favor, 5a to 13. The scheme orders the Executive to in- * 
corporate the following changes in their rules : " (1) That the subscription to the Union be at 
the rate of $1.25 per annum for all members, the representation being at the rate of one delegate 
for every 25 members, and each member shall be entitled to a copy of the N. C. U. Review. 
(2) That aflUiated dubs shall sulncribe I2.62 per annum, and shall be entitled to one delegate 
on the Council, provided there be more than 10 members, but in the event of an affiliated club 
possessing more than 25 members, it shall have the option of appointing another delegate for 
every 25 members or portion thereof on payment of an additional $2.62 for every 25 members 
or portion thereof. (3) That Local Centers shall retain $1.37 per $2.62 of the subscription of 
each affiliated club, and 37 c. of the subscription of each member, and that all copies of the Re- 
view or agenda be sent from the head office direct to members." 

The foregoing is intimately related to the fact that on Jan. i, '87, the Anfield B. C, of 
Liverpool (which seems to be the most active and important riding dub in Great Britain, judged 
by the records on road and path accredited to its exceptionally large membership), addressed to 
the N. C. U. Council a manifesto demanding 5 reforms, with a bold threat of secession and war 
in case of refusal. The document begins thus : " (i) We ask for the instant resdssion of all 
sentences of suspension passed, not only upon riders who are suspected of ' makers' amateur- 
ism,' but also upon men who have been suspended for competing against the said riders. Our 
view of the matter is, that neither the N. C. U. , nor, indeed, any power upon earth, can prevent 
riders receiving (if they so desire) from manufacturers remuneration in some shape or form for 
services rendered ; and it is evident that great injury will be done to the sport by barring from 
amateur competitions men who are probably the very best and most straightforward riders in 
the kingdom, and who have been singled out as examples because their splendid performances 
have made them too conspicuous." The lesser demands are, in brief : " (2) Equal rights of 
the provinces with London, in the fixing and management of championships. (3) Instant re- 
peal of the law fixing the maximum value of prizes at $26. (4) The allowing of winners to se- 
lect their prizes. (5) Deletion of the rule which prevents professionals from acting as pace- 
makers for amateurs." In answer to this, the Sec. of N. C. U. issued a sophistical defense of 
" amateurism " (covering 5 columns of fVAee/iMg-, Jan. 36), insisting that the first demand 
" should be unhesitatingly rejected, as its admission would render the Union a laughing-stock 
among amateurs " ; but he made no effort to controvert any of the logic in the IVheeling^ series 
(by J. R. Hogg, see p. 649) which so deveriy exposed why " amateurism " itself is such a 
laughing-stock among men-of-the-world ; and, " from start to finish he gave not a single hint, 
suggestion, or admission, that his opponents could possibly be actuated by wqrthy motives." 
The angry Liverpool men, on the other hand, took no firm stand on logically unassailable 
ground; but proclaimed, rather, the good old hypocritical maxim that they "favored the law 
but were agin' the enforcement of it." In other words, they prattled against the " injustice of 
suspending a rider on suspidon of having violated the rule of ' amateurism,' and forcing him to 
actively prove his innocence," — though the only possible chance of giving effect to any such 
piece of sodal etiquette as " the amateur law " is by resort to just this reversal of ordinary legal 
processes. A sufficient answer to all twaddle about " unfairness," " star chamber justice," 
letires de cachet and the like, is the fact that no one innocent of violating "amateurism " need 
have the least difficulty in proving his innocence. The real unfairness lies in the impossibility 
of applying the rule of " suspension on suspicion " with any uniformity, or of punishing any 
large number of "the guilty." Hence, as IVkteling- says, "to those behind the scenes, the 
collection of suspended goats on the one side and honored sheep on the other is highly amus- 
ing, and we are only sorry that Mr. Todd and his colleagues have not a keener sense of the 
ridiailons. If they had, they would probably soon add a sense of what was just." This lack of 
a sense of humor was further shown at the meeting of Feb. 3, when Mr. T., having defeated by 
a vote of 13 1 to 38 the Liverpool men's attack on "amateurism,'* immediately put through. 


% two-thirds vote to rescind the decree of the last previous meeting, Dec. 9, which had by a 
bare majority reduced the allowable maximum value of prizes from $52 to %ib. The author 
of this I eduction was W. McCandlish, of Wheeling ; who thus proved anew the hollowuess of the 
"amateurs'" assumed preference for "glory," by forcing them to show how quickly they 
would compel the vacillating Council to give them a larger slice of something more tangible. 

Obedient to the threat of the Anfield B. C, the Liverpool Local Center of the N. C. U. 
iras dissolved. Mar. i, and this act represented the withdrawal of about 1000 men'; the leader 
of whom dedares that if the Council dares to go on in its avowed policy of suspension, " there 
»i!l be two sets of championships fought out iu England on identioil days ; otherwise, sport 
must cease to exist." These words are from his letter to IV heeling oi k^it. 6; and the edi- 
torial comment is this : " The public may rest assured that there will be no more suspensions. 
Meantime, the victims selected for immolation upon the altar of outraged amateurism are to 
stand down from their wheels and look on at those who are in exactly the same position as them- 
selves in some cases, and in much worse position in others, winning amateur races." The N. C. 
U. races are all to be run at Birmingham (May 30, July a, 4, 23, Aug. i), having been farmed 
out at a fixed sum to the owner of the Aston grounds there, who assumes all the risk. " The 
interests of sport appear thus to have been uttarly ignored in pursuit of the one object of money- 
gaining, and it looks very much as though the Executive had been influenced by a desire to 
cement the loyalty of the Birmingham Local Center, by this exceptional favor." So says the 
Cycling Journal of Mar. 25 ; to which the Cyclist of Mar. 30 responds thus : " The fact re- 
nuius that, as the C. T. C. finds its uniform department to be indispensable, so the Union, 
under the present circumstances, must have funds from its championships, and these funds must 
\iz a certainty." Its total income in '86 was $1725 and its expenses exceeded this by $845, ex- 
clusive of a loss of $750 caused by running the championships according to " amateurism " (see 
p. 64S}. Of its income, $225 came from racing-permits and entry-forms, and the rest from mem- 
bership fees, exclusive of the half which the Local Centers retained for home use, by rule on p.648. 
The treasurer's estimate of Mar. 30 was that, with the utmost economy, the '87 expenses must 
exceed the '86 income by at least $150, while the '87 income would at the same time (under the 
old system) fall below that of '86 by 1^350 to $400, — on account of the secession of many impor- 
tant dubs, — ^a total deficit of at least $500. Whether the new scheme of increasing the fees 
from 25 c \o%\.^% will prove popular enough to save the Union from threatened dissolution, 
experience only can decide. Wfueling^s plan of a radng register, requiring an entry fee of 
I1.25 from each competitor (p. 649), met with so little acceptance at the meeting of Feb. 3 that 
it was withdrawn without a vote ; but that paper nevertheless gives its hearty support to the 
actual scheme of the new Executive, saying : " If it fails, the Union will surely die ; and it 
would be a crying disgrace to the wheel craft, if we were left without any governing body at 
all " (Mar. 30). " With all its faults, it is preferable to the intolerable autocracy of the C. T. C. ; 
and the latter 's recent appeal to the Board of Trade for incorporation implies a design of swal- 
lowing the Union, if ever its membership gets reduced to 1000 or even to 2000 " (Apr. 20). In 
(»ie of several letters, urging the formation of a separate Scottish Union, the following words 
appear : " The N. C. U. is only national on paper, and, in reality, is limited to London and 
the Southern English counties. It is not merely local in its popularity, but also local in its 
feeling." The new managers promise, however, that, if supported, they will pay more atten- 
tion than formerly to matters outside of racing. Thus, as regards repressive local by-laws they 
say : " II cyclists are still required to carry lights, the Executive will, as opportunity arises, 
seek to secure that the protection they are bound to give others shall be extended to themselves, 
by an enactment requiring other vehicles to carry lights." 

Books. — My 474th page, written in Dec, '8s, says : " ' From San Francisco to Teheran,' 
a simple reprint of the Outing series by T. Stevens, would make a more readable book than any 
existing specimens of cycling literature, even if his destruction in China should prevent the ex- 
pected enlargement of it into 'Around the World on a Bicycle.' " As a matter of fact, the fint 


volume of the latter is to be published this May by the Scribners, of N. Y., having the fomer 
phrase as an alternative title upon each left-hand page. The pages are about 5 by 8 in. in size, 
and there are 547 of them, exclusive of the introductory ones containing a dedication to Col. A. 
A. Pope, a short preface by Col. T. W. Higginson, and lists of the no illustrations and of the 
a I chapter-titles, which are identical with those employed in Outinj^. The frontispiece is a col- 
ored lithograph of the author, " as he appeared when riding round the world," but it is too 
much idealized to be recognizable as a portrait, though I believe a fairly-good one, from a photo- 
graph, appears upon a later 'page. Except for a few revisions and corrections, the text has not 
been changed from the form first given in magazine. The type is large and clear, carrying 475 
words to the page (40 lines of about 12 words), so that the total does not exceed 230,000, — allow- 
ing 30,000 for space taken by pictures and blanks. There are no indexes. The price is $4, and 
an autographed copy will be mailed by the author himself, on receipt of that sum at Outing 
office, 140 Nassau St., N. Y. His personal profit on each volume thus sold will be four times as 
great as on a copy sold by his publishers through the bookstores ; and these ordinary trade copies 
will not have the autograph. The 1st ed. in N. Y. will be 2000, and a similar issue will probably 
be made simultaneously in London, by S. Low, Marston & Co., from plates which were shipped 
to them by the Scribners, Apr. 30. Englishmen may send orders for autographed copies, 
through H. Sturmey, of Coventry, or directly to the author, for i6s. 6d. On the last line of my 
own story of his wonderful tour (pp. 473-84, 570-2), I was able to announcs his safe arrival at 
the starting point, San Francisco, Jan. 7. The cycling clubs kept him there for a week, to en- 
joy elaborately-planned ceremonies of welcome ; and he was lionized with great heartiness at 
several other points, until at last he reached N. Y., Feb. 13, where the Citizens B. C. had 
arranged a banquet in his honor, which was held Feb. 23, while the Mass. B. C. entertained 
him similarly at Boston, Feb. 25. He then accepted an engagement to edit the cycling depart- 
ment of Outings and to continue therein the series of monthly articles, completing his adventures 
in Asia, which series will ultimately be republished in a second large volume. His first attempt 
at a book ms., "Across America " (see p. 474, where my remark about his " school days ending 
at 18 " ought to read " 14 "), is not to be printed, though extracts may be occasionally used, as 
in the series of four pieces for Harper* s Young People. By invitation of local wheelmen, he 
has delivered lectures at Scranton, Apr. 12 ; Brooklyn, i6th ; Washington, 20th ; Auburn, 22d ; 
Cleveland, May 4 ; Hartford, 6th ; and the success of these has been sufficient to lead to a regu- 
lar engagement as a lecturer during the autumn and winter of '87-S, under the management of 
Major Pond, to whom should be addressed all communications on the subject, at the Everett 
House, Union Square, N. Y. 

As I declared when Stevens reached Teheran that his adventure seemed to me " the most 
remarkable and interesting exploit ever accomplished by a bicycle or ever likely to be accom- 
plished " (p. 483), and predicted that his report of it would prove " more interesting to the gen- 
eral reader than any cycling book in existence " (p. 655)1 I a"* g^^ now to make room for 
these two extracts from the English press, which his publishers use in heralding the actual 
book : " Mr. Thomas Stevens need have little doubt that the most splendid piece of personal 
adventure of this century will be placed to his credit. Yamb^iry making the great pilgrimage as 
a dervish, Bumaby riding to Khiva, O' Donovan penetrating to Merv — ^to mention only the first 
that come to mind, will always rank high in the annals of daring : but for the originality of its 
idea, the physical endurance and pluck necessary for its execution, the dangers involved in it, and 
its own inherent interest, this bicycle trip round the world will pretty certainly remain unequaled 
in our time " (Ai// Mall Gazette). " The mere moral courage demanded of the man who essays 
an expedition into regions where such an outlandish carriage has never before been seen is suffi- 
ciently notable to entitle Mr. Stevens to the credit which he will no doubt obtain for his plucky 
exploit. No man who honors courage, pluck, endurance — no man who is capable of understand- 
ing those qualities — will feel anything but admiration for him. To circle the earth on a wheel is 
in itself a novelty, and as a method of seeing around one it is also a great deal more effective 
than any other method*' {London Standard). I think it worth while, also, to add, as illustra- 
tive of the cheap sneers thrown out by the English cycling papers, even at the very time when the 


traveler was facing his greatest dangers, the following foot-note to a letter in C. T. C. Gaa§tU 
of Oct. (p. 414), whose writer said he had been asked, in a remote French town, "if he was the 
man riding round the world.'* The editorial forger whom Mr. Justice Wills censured, the next 
month, for having " indulged in the most vulgar abuse and in the worst style," improved the 
chance to say : " Refers to Stevens, who is carrying out an advertising ride for the American 
journal OtUingV As regards that magazine itself, the following letter was received by me from 
its chief editor. Mar. 19, in correction of my remark on p. 660 : " In Dec, '85, Col. Pope sold 
the controlling interest to a syndicate of New York gentlemen, and, in Feb., '87, I bought the 
balance of his stock. No one at present owns any share in it except the following, who form 
the board uf directors of the Outing Co.: P. Bigelow, pres. and ed.; W. U. Schumacher, sec. 
and treas.; T. Stevens, C. E. Clay, C. B. Vaux, Le Grand Bsnedict. All of these are wheel- 
men except the last, — the advertising manager,— and he has a son now in college who rides the 
bicycle. In addition to this office staff. Outing is assisted by an outside body of specialists, on 
sporting subjects, and it is absolutely free from all connection with any manufacturing or trade 
interest. With every indication that cycling is once more, under T. Stevens, to take the old 
place of honor in its pages, we may safely predict for Outing a permanent career of increasing 
Qsefulness in its special field." 

" Pedal and Path " (32 chapters, 250 pp., about 140,000 words, as or 30 engravings, price 
75c. ; Hartford : Tha Evening Post Association, June, '87} is ths title finally adopted for the 
book which I have indexed on p. Ixxv. as " From 0<%an to Ocean on a Bicycle." Its author 
is G. B. Thayer (b. May 13, '53), who was a grocer's clerk at Vernon, Ct., '69-*7i, then a grocer 
on bis own account till the close of '85, and who has been employed since Nov., '86, in the office 
of the newspaper named,— having served it as correspondent during the tour, which he also 
briefly outlined in Bulletin^ Sept. 30, Nov. iz. He rode the bone-shaker in '7o-*73 ; first 
mounted the hi. in 'S3 ; rode 1047 m. in '84, ind. a day's run of 100 m. to New Haven and back ; 
and 2564 m. in '85, incl. June tour of 175 m. along the Sound, Sept. tour of 480 m. through R. 
I., and Oct. and Nov. tour of 1200 m. through White Mtn's (p. 576). He had only 3 falls in '85, 
when he rode 13S6 m. without a fall, 1896 m. in 3 months, and 8ox m. in 28 days. His '86 tour 
began at Vernon, Apr. lo, and ended at Baltimore, after 4236 m. of wheeling, and nearly 7000 m. 
of r. r. and s. s. travel, — the total outlay for the entire period being only ^280. He used a Lakin 
cydom., a corduroy suit with leather seat, carried a knapsack on shoulders, and rode a 46 in. Ex- 
pert, whose full record was thus increased to 7900 m., without putting it at all out of condition. 
A break in lis head, on return tour in Kansas, was the only one serious enough to cause delay, 
and he had only 3 falls which forced him to drop the machine, and these caused him no hurt. 
His longest day's ride was 76 ra., best stretch of riding was from Columbus to Indianapolis, and 
kmgest straightaway was from Vernon to Omaha, nearly 1900 m. He there took train to Den- 
Ter,and afterwards used both r. r. and s. s. in exploring California and Oregon, and on homeward 
trip, as he journeyed for the pleasure of it, and not to make a " record,"— paying his own ex- 
penses and receiving no gift or stipend from any one. In this respect he diflsred notably from 
two other cross^rontinent riders of '86, who were commissioned by the Pope Mfg. Co. The 
first of these, F. E. Van Meerbeke (b. about 1865), left the N. Y. City Hall at noon of Mar. i, 
and wheeled to Lynchburg, Va., 435 m., in 133 h. of actual riding; then by Atlanta, Montgom- 
ery, New Orleans, Houston, and Tucson, to Yuma (Ariz.), Aug. 18, when he reported 3313 m. 
wheeled in the i<^ days from N. Y., and said he exjiected to reach San Francisco on Sept. 10. 
I believe he did get there then, though forced to take train at certain places on account of floods. 
My three letters inquiring for details never brought an answer; neither did the cycling press of 
'85 CTcr allude to his " tour from N. Y. to Denver and back," which the papers of '86 vaguely 
accredited him with having taken then. The other '86 long-distance man employed by the 
Popes was S. G. Spier (b. Nov. 9, '64), of New Lebanon, N. Y., who started from Albany 
June I and reached San Francisco Sept. 9,— adhering pretty closely to the route of T. Stevens. 
I devoted a day to making an abstract of the type-written copy of his daily log, but am unable 
to print it for want of space. I think he really covered the distance, but his mileage figures are 
eatirdy untrustworthy, though professedly taken from Church cyclom., which Salt Lake City 


men report to rae as out of order at that point. The BL IVorld of Oct. 22 (p. 592) printed a 
" claim " from him, as having ridden 211 m. in 12 h. at Oakland, CaL,Sept. 16, and again 213 m. 
in 12 h. on Sept. 24 ; and his character is further shown by the fact that, after writing the ex- 
pected puff of his 52 in. Expert as " the best," he sold puffs of other makes as " the best." A 
tourist who followed his trail through the Mohawk valley, a week later, has also perpetuated 
the memory of his boastfulness, in the second of a series of agreeably humorous sketches {H^h. 
Gas., Aug. to Nov.), called" From the Hub to Hoosierdom." This was P. C. Darrow(b. 
Mar., '61), an Indianapolis printer, 5 ft. 10 in. high, weight 140 lbs., who had ridden 800 m. on a 48 
in. Star in '85, and 800 m. on a 54 in. Expert in '86, previous to June 2, when he began at Boston 
a homeward tour of about 950 m. in 19 days. The distance is " estimated," because his new 
Butcher cyclometer stopped working on the fifth day from the start. He took train. Providence 
to Hartford, 68 m., Cleveland to Ft. Wayne, 45 m., and boat from Erie to Cleveland; and 
he took his leisure all the rest of the way while wheeling. " As for loneliness," he said, " the 
contact with ever-varying classes and conditions of people, and ever-changing landscapes, made 
it impossible ; but I, for one, will run the risk of being lonesome rather than being bored." 

The high-water mark of English achievement in the shape of wheeling literature seems to 
have been reached, at the close of March, by the issue of the volume called ** Cycling " (Lon- 
den : Longmans, Green & Co., 10 s. 6d.), in the series known as Badminton Library of Sports 
and Pastimes ; see p. 687. It is imported at Boston by Little, Brown & Co., at $3.50 in doth 
or $$ in half morocco, and their adv. says : '* 472 pp., illust. by 19 full-page plates and 60 wood- 
cuts," though the text is elsewhere named as covering 442 pp., and the " phenomenally com- 
plete and copious index" 17 pp. in double-column. The 14 chapter-titles are as follows : Intro- 
ductory (by Lord Bury, very generally praised) ; historical ; riding ; racing ; touring ; training ; 
dress ; clubs ; tricycling for ladies ; racing paths ; N. C. U. ; C. T. C. ; construction ; the 
press and literature. Tlie last-named is the shortest and the one preceding it the longest, 
" covering 125 pp., from which even veterans who have watched the progress of wheels from 
the bone-shaker stage may derive some information. The whole volume is quite unprecedented, 
and forms the most elaborate and complete exposition of the sport yet issued " (Cyc. Jottr.^ 
Apr. i). *' It will be interesting reading to the practical cyclist ; and the man who is going to 
cycle will find every item of information necessary at hand " [Bi. NewSy Apr. 2). " The price 
is higher than the general run of cycling publications, but, as the book is got up in the best style 
of binding, it is quite worth the money and will take its place on any drawing-room table. It is 
a complete compendium upon everything connected with cycling " {Cyclist., Apr. 13). " It is 
the most complete and interesting book of the kind we have ever read, and supplies a regular 
mine of information, and as a book of reference is invaluable " {Irish Cyclist d* A ikletty Apr. 13). 
" The book is the best that has yet been issued, and is honestly worth the 10 s. 6 d. charged 
for it " {Wheelings Apr. 20). " It is essentially English, and is meant to be. Only the slight- 
est reference is made to cycling outside the British Isles, and even in the ' historical ' chapter 
America is almost entirely ignored. Yet no wheelman can afford to be without * Cycling ' on 
his book-shelf, for this work is by far the best ever printed " {BL World, May 13). Tlie pict- 
ures supplied by J. Pennell meet with the approval of all the critics, while those fathered by 
Lord Bury are as unanimously condemned. The Cycling JouryuU says the latter's " description 
of the mode of government of the C. T. C. is intensely amusing, fun being poked at the auto- 
cratic secretary in a good humored way, that can scarcely arouse the wrath of that official him- 
self " ;~whence it would appear that the Viscount takes a more jocose view of literary forgery 
than did Mr. Justice Wills. Most of the hard work in compiling the volume is to be accredited 
to G. Lacy Hillier, ed. of Bi, New and of the cycling dcpt. of Land 6^ Watery who requests 
that newspaper notices of it be mailed to him at 24 Beckenham Road, Penge, London, S. E. 

" Wanderings : on Wheel and on Foot through Europe," by Hugh Callan (London : S. 
Low, Marston & Co.; about 250 pp. ; illuat.; 50 c), will probably appear early in June. His 
biog. is given on p. S45> s^nd he first gained notoriety in the cycling world by winning the $250 
prize offered by Tit Bits, a London penny-paper, for the best story of adventures on the wheel, 
—printed Dec. 4, '86. As reproduced at Boston, in the Cyclt*» final Issue, Jan. 21, it oovered 


a trifle more than two pages. A similar space was given by }Vkf$lingt Dec 39, to the unsuc- 
cessful narrative of A. M. Bolton (p. 549)* " bslieved to be the only cycling journalist of the 
metropolis who competed " ; and a comparison of the two may help to show the probable " lit- 
erary standard " by which such things are judged in England. In a letter to the Cyclut of 
Jan. 5, defending his prize-piece from the charge of Munchausenism, Mr. C. alluded to the re- 
port of one of his tours as having been printed in the FieltH^Oci. 16, 23, 30; Nov. 13); and it 
elsewhere appears that in '85 he drove his 5a in. Challenge i too m. on the Continent, and in '86 
1500 m. there, besides 3000 m. on British roads. His letter to me of Apr. 30, '87, says : " First 
part will tell of my '86 ride from Hamburg to the Mgtzn sea and Athens; second, of my '85 
ride from Amsterdam up the Rhine to Geneva and back to Antwerp ; third, of my '81 tramp in 
France and Belgium, when I slept in the fields and worked my passage as a sailor, after money 
was spent. Book is descriptive, anecdotal, historical, ethnological, — not a bare narrative, but an 
attempt to blend my own adventures with the spirit of the places, and to enter with a human in- 
terest into the life of the various people met on the way. As to odometers, I last year used 
Underwood*s, because it is the lightest It dropped off after 1400 m. were done ; but the med- 
dling of inquisitive hands doubtless had something to do with its failure." 

The Iliffes, of Coventry, issued in Dec. a shilling book called " Two Trips to the Emerald 
Isle, by ' Faed,* — embracing a Racing Trip to Dublin and a Touring Trip to Killarney." The 
style is unconventional and quite free from political allusions. A half-dozen full-page litho- 
graphs by G. Moore are inserted, and there are a dozen lesser pictures in the text, which covers 
s8pp., 8| by 6| in., and is accompanied by 17 pp. of adv. The same publishers, author and 
price are to be recorded for " The Pleasures, Objects and Advantages of Cycling," whose Jan. 
adv. called it " the most interesting and highly illustrated cycling work yet published." Its 
nine chapter-titles are as follows : Why cycling captivates ; the history of cycles and cycling ; ray 
experiences of Safety bicycling ; the utilitarian aspect of cycling ; cycling as a pastime ; cycle 
racing ; curiosities of cycling ; a charming Tandem spin ; the literature of cycling. (For author's 
biog. see p. 534.) Late in '86, the Iliffes issued "Abridgments of Patents Relating to Veloci- 
pedes, 1818 to 1883," by R. £. Philhps (see pp. 550, 683), strongly bound in cloth, at 
IS; and they announce in preparation a second volume, covering the patents of the year '84, 
when the new act went into effect, at $2.62, — though advance subscribers, limited to 100, can 
be enrolled at $1.87. A cheaper edition of Vol. I. (310 pp.; paper covers) appeared in Feb., at 
)5.35, which was the advance subscription price of the bound copies. " Cydedom : the 
Cbristraas Number and Year Book of the Cyclist for 18S6-7," was perhaps the most elaborate 
asd costly amount of such material ever offered for a shilling, for it contains Z14 pp., 11 by 8 
io., with 15 lithographed cartoons by G. Moore, and a very ornate cover, printed in gilt and 
colors. The cheapness is of course explained by the 60 adv. pp. scattered through the book, be- 
»des those which are incorporated with the text of the calendars themselves. The "funny 
bosiness" customary with such prints covers 6$ pp., and most of the remainder is given to 
practical statistics, of the sort which used to appear in the " Cyclist and IVketl /fVr/<e/ Annual," 
ttch as racing records ; officers, dates and uniforms of clubs ; and " brief biographies of more 
than 150 of the men best known in cycling circles." (The latter annual's final issue was in Jan., 
*%S, and its earlier ones continued the series begun by " Icycles " in '80 ; see p. 692.) An 
Illuminated lithographic cover and a dozen wood-cuts characterize the " Christmas number of 
the/r/x* CyclisiandAthleU" edited by R. J. Mecredy and printed by A. & E. Cahill, Dublin 
(6S pp., incL 36 adv. pp.), which sells for sixpence. The same price attaches to " Chestnuts, 
or the Wheeling Sandford and Merton, by W. McCandlish and F. Percy Low " (pub. at 
Christmas, '86, by H. Etherington, 152 Fleet St.), an octavo whose 50 pp. of letterpress form a 
narrative of 10 chapters, and are flanked by 60 adv. pp. The Birmingham weekly. Sport &' 
Play, made a first attempt at a Christmas number in '86, which H^keeling designated as " one 
of the most remarkable pennyworths of the year, with its amusing skit by Tom Moore, which 
«lKwild be in the hands of all interested in cycling politics." "A London Physician's " pamphlet, 
"UtoQfdist's Pocket Guide, giving practical hints for the amateur, and good advice for all" 
Wh^VM alluded to approvingly by IVktelimgol Oct. 30 ; and that paper of Nov. a4 named 


the following as supplied for 12 c. by the Coventry Machinists' Co., 15 Holbom Viaduct : " 'A 
Sufferer's Experience of Rheumatic Gout,' the author of which, after having been afflicted with 
the disease for 17 years, and trying all sorts of remedies, was cured by tricycling." 

A map of " the country west of London " (Mason & Payne, 41 Cornhill ; 50 c.) was recom- 
mended by Cyclist of Dec. 22, as a new issue, " showing roads, footpaths, parks, woods, com> 
mons, and rails, as well as the distances and heights above the sea level," on a scale of f m. to i 
in. Its size is 43 by 32 in., folding in a cloth case 8J by 4J in." The popularity of G. E. Young's 
" Liverpool Cyclists' Guide " (see pp. 556, 686) is testified to by the fact that the sixth edition, 
for '87, is threatened \yith a rival, which his former printers announce in preparation, with 
almost identical material ( Wheelings May 4). " Handbook on Training for Athletic Exercises," 
by W. E. Morden (£. Scale, Impsrial Arcade, Ludgate Hill ; 25 c), was mildly praised in BL 
News of Jan. 29; and "Athlete's Guide " {Pastime Pub. Co., 28 Paternoster Row; 25 c), ed. 
by N. L. Jackson and E. H. Ck>odbo!d, was called ** extremely valuable " in Wheeling of May 
4. The second book " contains a full table of all British amateur records," and its chapter on 
" cycling " (by G. L. Hillier) is more complete than the former book's. A series of pictured 
reports of " Cycling Rambles in the Home Counties," by H. S. Watkins, was begun in the 
Illust. Sporting &• Dramatic News of Apr. 30, and will doubtless be reproduced in book form. 
The Bi. News of Apr. 30 praised the neatly-printed and leather-bound club-book of the North 
Warwickshire B. C, — with its chapters on cycling, touring, government and other general mat- 
ters, — as superior to most of the London attempts at club literature ; and it acknowledged, with- 
out approval, the receipt of a silly song, " Not the Baby but the Bicycle," pub. by S. Heard & 
Co., of 192 High Holborn ; written by T. S. Lonsdale; music composed by C. H. Chirgwin. 
The Cyclist of Jan. 26 says : '* An excellent waltz, ' the Knights of the Wheel,' has just been 
composed by T. Capel Seavy, who proposes to embody the badges of 30 clubs around the figure 
on the outside cover. Clubs desiring to be commemorated thereon should apply for particulars 
to the publishers, 29 Southampton St., Strand." The ed. of Cyclist, referring in Dec. to my 
quoted " review " (p. 684), says that ** Miss Erskine's book on * Tricycling ' has gone through 
2 eds." ; also that H. T. Round's '82 book, noted on p. 6S7, " was the most complete and per- 
fect annu<i1 ever issued, — ^but has not been perpetuated, because too big and expensive for the 
price" ; also that the 6th ed. of his own " Indispensable " (which I name on p. 685 as appearing 
*' late in '86") " is in press, but want of time even now, Dec. 29, prevents its completion. The 
'82 ed., which brought the total issue up to 16,000, has long been out of print." The same 
" retired naval man " who wrote the book of Scottish tours, named on p. 684, published an 
earlier one called " Nauticus on his Hobby-Horse," whereof no details are known to me. A 
writer in Bi. News of Jan. 15 says that the earliest book on cycling was pub. at London in 1868 
by A. Davis, entitled thus : " The Velocipede and How to Use It " (see pp. 402, 688). In 
Dec, '86, there was issued by W. Guilbert, at Ryde, Isle of Wight, price 18 c, a list of the 
year's cycling championships in all European countries, compiled by J. A. Randolph, C. T. C. 
consul at Ghent. The Cyclist calls the tables " most complete." 

In addition to the 5 blank-logs previously issued in the U. S. (see pp. 677-8), *' the Wheel- 
men's Record Book, the only perfect one of its kind ever published " (100 pp. ; pocket and 
pencil ; leather cover ; 70 c), by Richwine Bros., Phila., is adv. by the American Athlete of 
Apr. 30, whose ed. ofiEers to send it as a premium for two subscriptions to his paper at 50 c. each. 
" Cyclers' Tables of Shell Roads near Norfolk, Va." (20 pp., 2^ by 4 in., 10 c), is an amateur 
booklet, issued in Feb. by V. P. Ellis. An adv. in Wheel News of Apr. i urged all cyclers to 
at once forward their names, and name and size of wheel used, to Box 595, Westfield, Ms., 
for gratuitous insertion in the " Wheelmen's Directory," to be issued by " the U. S. Wheel- 
men's Pub. Co." I found, by personal inquiry in May, that the " Co." consisted of D. L. 
Beldin, a printer, and H. A. Lakin (p. 527) ; but the only answer given to my request for size, 
price and publication-time of the book was this : " It will come out a good deal sooner than 
your own," S. C. Griggs & Co., of Chicago, adv. in Outing, of Sept., '86, " The World 011 
Wheels and other Sketches" (^1), by B. F. Taylor, a well-known journalist of that city, who 
has died since then ; but this had even less reference to cycling than the work of same name 


League meet at St. Louis, giving in advance a burlesque account of that gathering, as a sort of 
souvenir" (i6 pp. of illustrated text, in ornate lithographed cover) ; and promised for May 12 a 
full page lithographic portrait of T. J. Kirkpatrick, the probable next president of League. A 
similar lithograph of T. Stevens appeared Apr. 7, "portraits of 9 Indiana wheelmen," Apr. 
21, and " cartoons " Mar. 17, and earlier. Besides these special features, wood-cuts have been 
interspersed in the text from the first number ; and the heading itself is of a humorous sort, repre- 
senting riders of various styles of wheels carrying placards oti which are severally inscribed the 
six letters which spell the title " Record.*^ The artistic features of the paper are by P. C. Dar- 
row, who enlivened with similar pictures the report of his long *86 tour (in IVh. Gaz. ; see p. 
xcviii.) ; and I wish here to praise that same report as one of the very few sketches known to me 
for really reproducing in print the humorous experiences of the road, without any strained and 
tiresome attempts at wit or smartness. His brother, G. S. Darrow, is the chief working editor, 
while C. F. Smith attends to the advertising. The page is of standard size and enclosed in a 
cover whose color varies from week to week. The Record firmly upholds the League ; and, in 
addition to representing the same in its own State, has arranged with the officers of the Illinois 
Division that subscriptions from members thereof shall be accepted at the reduced rate of 75 c, 
Ju consideration of the officers' supplying their earliest official news to the Record. (Those offi- 
cers, on Nov. 21, arranged to use as "their organ " the Sunday issue of a Chicago daily, the 
tnter Ocean, in return for its devoting a regular column to cycling affairs ; and the Sporting b* 
Theatrical Journal Xhcn dropped from its heading the " and IVestem Cycler" which it had as- 
sumed when appointed to the organship, July 3, *86; see p. 672). The Recot'd 2i\ms to be light 
and amusing, andlt at least reaches near enough to that ideal to possess a character and flavor of 
its own. It shows more care than any other cycling print yet produced west of the Alleghanies. 
The Wheel News is "devoted expressly to touring," its ed. being the League Tourmaster, 
and the size of its 8 pp. is 9 by 6 in. The Pointer and Division are State organs of the League, 
as shown by their titles. The Pcuific Wheelman is of same size as Netvs, — the issue of Tues- 
day, May 3, being the first one that came to me in that shape, and with new editors' names and 
doubled price. After a half-year as an 8 p. monthly, it changed to a 4 p. weekly, and thus ap- 
peared with an ornamental heading, from Mar. 5 till April 9 or later. During all this time, its 
price was 50 c, its publication office 1029 Market St., and its " editors and proprietors," T. L. 
Hill, D. W. Donelly, F. R. Cook and S. F. Booth, jr. It is the " official organ of Cal. Div. of 
League," — the Ingleside, named on p. 661, having died. The Bi. Herald is an adv. organ of the 
King Wheel Co., of N. Y. (incorp. Nov. 24, '86), and its ed. is Rev. H. A. King, of Springfield, 
Ms., pres. of the company and inventor of the King safety bicycle. Its circulation is based upon 
the mailing-list of a local revivalist and temperance paper called the Evangelist, which had a 
post-office registry for second-class rates, and most of its matter is designed for Evangelist read- 
ers. It does not appear to exchange regularly with the cycling editors, and I have received no 
copy save the first (Sept.) ; but I have heard of 2 or 3 later ones, and the current adv. of the K. 
W. Co. still s.-iys that it will be sent for 15 c. a year by the sec.-treas., A. J. King, 51 Barclay st., 
N. Y. Prosperity seems to have been won by the American Wheelman (whose " pub. co." is 
said to consist of L. C. S. Ladish, J. S. Rogers, L. Gordon and £. L. Stettinius), for its May issue 
contains 18 pp. of adv. and 12 of text, — well-printed in the reformed style mentioned on p. 672, 
— though the rumor there given of its absorption of the Bi. South was not correct. I think that 
paper is still issued, but no specimens have reached me since Aug., and I name its editor on 
authority of a note in Bulletin of Sept. 3, correcting thus my statement of p. 670, that S. M. 
Patton was to be its ed. I gladly correct also my assumption of p. 671, that the Smith Mach. 
Co. gave more support than all other patrons to the Star Advocate, — the neat little monthly 
which fills so well its chosen function of vigorously proclaiming ** the Star," — for its editor de- 
clares that only until recently, when the Smithville people purchased a paid adv. at regular rates, 
has he received any help at all from that quarter. The 7lh issue of the Vermont Bicycle, in 
Oct., '86, changed its first rude shape (see p. 672) to 16 pp. of standard size and improved typog- 
raphy, but in Jan. it went back to the old form and dropped " Vermont," which was the only 
distinctive thins: in its title. The not expensive rate of 12 c. a year (dating from Apr., when ad 


celrbnled the opening of 

vherc it waabom^Bs Am/Mitur AMttf, Apr 

•lA. lu ownen, the " Cyclitt Pub. Co.," h 

"CjcHngPub. Co."{meiitian«l wcamaXf 

*likh waa Ibeo r«irg»iud (J, W. Barn», 

Beck«i>h. G. M. Hu», W. 5, Bull, H. A. E 

IfJUrl to F. P. Prill, iu procnl editor an 

■Kitiage of the capita] Mock, with privilege o 

cf the edhoriil work Item Apr. ii, '85 (p. 606), hi> 

ind when " pub." wu tint added 

ibough " f 1 " had been mined during the S weeks preceding, on accouh 

the Am. News Co. On May 6, he ch.nged his office to jj P«k row, 1 

ind the 3] itsuei from then 10 May t) show 468 pp. A " Soulhei^ D 
Miy 4, itndei N. L. Cilbnier, ol Washington, ed. of Jf«(rf AVav .- ini 

the age of e months (Dec ) 1 let p. 665), the C/rlt gave 

beeauK of ed.'i promotion 10 management of Bidltlin <p. 
the alUwallowing W.i Gki., of Springfield. At foi the 
ibe Wkul, Mat. 4, said " the IVIutI Afi. a 1 c monlhly 

dI the type is first iiKd for the HtraU &• A'lW, 

>i> State. 

: a new volume, 

.May 6, -8,, both 

by mo 

ving to a 

1 Ibe former daub] 

g bnter,-al~) 

head of 

Aug. ,, 

iiell, bul more 

aiuuic. Oddly e 


it makes 

ounded 1873," 

for the real date v 



, ',} (Ke p- 6SS). 


ast gasf ■ 

.ve described a» 

aUorbed by X,^ 

Ipp. 663. 

i, quite appropriately, iu the offic 

: fial. 

,, ■Sj,-.].e Gna 

1 issue bearing d. 

Nov. ,6. 


> p. 667, u havi 


ranee "». 

ret i F. Jenki 

a>, i»a>. ; W. N 


rs),and which at 

once leased the 

rental represenli. 

perpetual renewal. Though he 

!d. Sept 

:. J, 'B61 

,, he .educed < 

he price to .he .< 


the largest of the ■ 

eeklies." At 

significant sign 


sing to exist." 



ibom papers, a 


lingtnn cor. of 

presenting a di 


rientific riders 

r for a year." 


Am. WJut!. 

I» rideisof 


nd, Cal. 1 and 

(ood aulboril 

believing that 

«d by H. G. : 



a Windus,of 




.0 early pan of 

No officer can hold his pig 
10 have attended ihe fewest 
•n until after the lapse ol a; 


(uU pige lilhographic ponrail of T. J. 
tlmilarlithoEnphoiT, Steirens appe 
It, and "tanoon." Mar. i;, ind «i 

\x% Iciun which ipell Ihe lilk " Ram 
royr. who enlivened with simiUr picl' 
xcvjjir); and I wish here (opraiK Liul 
Eor Tully reprodudng in prim the hufi 

Tlie Wlua Ntm a " devoted eig 
oliDwn by their tillci. The Paclfi, 

Kiiig Wheel Co., of N. Y. (incorp. No 

p«t-oAicc registry lor Becoiid-claas nit 

ere. Il doe. not uppe.i lo eKhlnge r 

-■- ' KSepl.); bull have il wai be KTil loi 

L,C. S. Ladish, J.S 

SS (P- s 


,in rainy ^"•'"! 
.amp* «"**„, ,^5 Oven""" ^ 

-"* "'!""."*« ""»"' 
'""■"Mhl .11" «"■»"•""',' 

■"'£.2 .*.'.*». ""'■■"■'^ 

ce (MbM. my priming de'ail"" 
iiiwtibjfttoun of '86. laltenbr 


" The council shall meet as often as business shall require ; and any 3 of the 27 councilors sfiall 
be a quorum." Women are eligible to membership; and the expulsion of a member requires 
a two-thirds vote, after its recommendation by the council. The evolution of the society from the 
" Tricycle Union " has been detailed by me on p. 647 ; and an account of its " first annual con- 
gress," which is there alluded to, covers much of the IVay/arer's first issue (Oct., pp. iiB), 
while its second (Jan., pp. 86) contains upwards of a dozen papers read at the various monthly 
meetings, on such subjects as " Tricycles for the Police," " Norway as a Field for Cyclists," 
" the Essex Route to Kent," and " Druidical Remains at Abury." The latter is by the 
** secretary of the editorial committee," J. B. Mar&h, the same "elderly quidnunc'** whose 
*' vaporings " proved so distasteful to the " Sec-Ed. of C. T. C." as to lead him to forge the 
signature of J. Pennell, in order to effectively denounce them (see p. xci.). J. P. himself is one 
of the society's council, and will doubtless be glad to recommend the names of American ac- 
quaintances who may wish to become corresponding members. 

Inferior typography and paper characterize the Cycling Budget (" a domestic and cycling 
journal, for news topics and leisure hours; editors, Ixion and Thalia ; manager, Wm. Bolton "), 
which has been issued every Wednesday since Dec. 14, '86, at 170 Strand. The latter half of 
its 16 pp. (t2 by 9^ in.) is given to " reprint matter " of the sort which American country papers 
use for padding, and the greater part of this seems to have originated in America, — Burdette, 
Bill Nye and other familiar names being quoted in the only two specimens I have seen. Mar. 2 
and 9. The adv.'s are all restricted to the orange-colored cover. Wheeling of Mar. a was " re- 
quested to state that T. C. Heath (editor) and H. H. Griffin are no longer connected with the 
Cycling Bud get y Mr. G. was mentioned on Nov. 10 as having ceased to supply the "club 
chronicle " for Bi. News, and having terminated all connection with the IHfFes (see p. 690). 
While letters on a black background characterize the heading of the Cycling World, "an \\\\xfX. 
weekly newspaper for wheelmen, edited by J. H. Akerman," and pub. on Wednesdays at 158 
Fleet St., beginning Mar. 9." The ed. was formerly connected with the Cycling TV'wrj (which 
H. A. Barrow, wrongly named on p. 689 as "proprietor," has also left), and he says "the 
Mrriters who have joined in the venture have already made their names in connection with the 
journalism of the sport," — but he does not announce them. The only "illustration" 1 find 
in the first issue is a cut of a tricycle. The adv.'s cover the outside 4 of the 16 pp., of standard 
size, and the price is a penny, as in case of all the London weeklies. The choice of World for 
a title was made possible by the discontinuance, in Dec, of the IlifiFes' Wlteel World (sec pp. 
654, 690), in favor of " Olympia " (price 12 c), which they began, in Jan., " to command the 
broader field of all outdoor sports," after the fashion of Outing; though they still adv. it as 
" the cyclist's monthly magazine," and the wheeling contributors continue to predominate. H. 
A. Judd ceased to edit and A. J. Wilson (" Faed") ceased to contribute to W. W., a month 
before the transformation ; because, with the issue of Tricycling Journal oi Nov. 12, H. A. 
Judd & Co. were announced as new owners, with A. G. Morrison (pp. 535, 690) as a third mem- 
ber of the ed. staff. The office was at once changed from Hammersmith to 181 Fleet st. (pp. 654, 
691), the typography was improved, and an artistic heading was added, — the lattei being thrown 
off, Mar. 25, when a change of name was made to Cycling Journal. Since then the words, 
" edited by H. A. Judd" have figured at top of outside page. The pink cover and "land- 
scape heading " of the C. T. C. Gazette have been replaced in the current volume by a blue 
cover and a neater design, giving prominence to the new badge "pirated " from the L. A. W. 

After an inspection of advance pages of my " literature " chapter, the ed. of Cyclist sent 
me the following corrections (Dec. 29, '86) : " The old Bicycle Journal {\}. 689) did not appear 
until '77, a year later than Bi. News, for it sprung from the annual, instead of giving rise to it. 
Wheel Lije (p. 690) was a failure, because its editors did not secure the public taste. The 7 »-/. 
cyclist, on the contrary, always paid its way. The amalgamation has proved a big success, — the 
Bi. News now circulating within 2000 copies of the Cyclist, and increasing weekly. Its cartoons 
knocked the Wheeling * art supplements ' (p. 693) into ridicule. Your quoted par. from B. N. 
introduction (p. 694) was really written by W. McC. and not by G. L. H., as implied. Your 
implication (p. 549) that I purposely left out the ' Star ' from my list of safety bicycles, because 


it is American, is also wrong. The oversight was mainly because the Smith Mach. Co. failed 
to fill out my blanks for details, and hence it got overlooked. This is proved by the fact that 
several of the patented parts are described in my first chapter. I would also remark that I was 
tlte first English journalist to take any note of American doings whatsoever." 

As every loyal Englishman wishes this year to help celebrate the " jubilee," or completed 
half-century of Queen Victoria's reign, the Cyclist^ of Dec. 22, called upon the wheelmen of the 
kingdom to subscribe for a " jubilee life>boat fund," and the responses, up to May 4, have been 
1^1296. As the boat and house cost $5000, and the boat alone ;$325o, the proposed memorial 
seems likely to be incomplete ; but the sum actually raised makes a very creditable showing for the 
editor's energy. Similarly, the Bi. News, of Mar. 19, called for help in buying artificial limbs 
for a legless sailor, J. Mcintosh, who had driven a tricycle from Dundee to London in 20 
days, and was able to announce I94 collected 00 Apr. 2. That paper of May 7 gives a page to 
tabulating its circulation for 53 weeks, showing a growth from 3650 to 7050 copies, which it 
calls " a larger proportionate progress for the 12 mos. than that of any other cycling journal, and 
a larger actual circulation than that of any other except the Cyclist. We believe that, wilhiu 3 
nos., our issue will exceed 10,000." As between the two Coventry priuts just named, I can ex- 
press the opinion, after a 4 months' perusal of both, that Americans will find more to iuterest 
them in the B, N.^ despite its hostile tone towards this country (p. 695). November report 
mentioned A. C. Harmsworth, as its actual managing editor at the Coventry office, though his 
name is not printed in the paper. A receipt token of its unfairness was a refusal to publish the 
repcMt of A. J. Wilson of the Trkyclisi, exonerating the Springfield B. C, from the charge of 
" falsehood " raised by the Cyclist, when the club announced, in Oct. (as a justification of its 
advertising the presence of well-known English "amateurs" at its Sept. tournament, who 
in reality failed to appear there), that it possessed letters of leading English firms, contracting to 
supply those " amateurs " at a stipulated rate. The Cyclist challenged the club to produce 
those letters for some well-known Englishman's inspection ; and they were therefore submitted 
to Mr. W., with the result stated. All the other cycling papers printed his report and said it 
justified the honesty of the Springfield B. C.,— but the Cyclist kept quiet until, on Apr. 13 (p. 
636), it was forced it make a hailing apology for " refusing to print stale news "; but it did not 
squarely retract the false chat^ge. As regards the " Coventry ring " publiihers, I may remark 
that they were quick to see the force of my printed argument on p. 719, and put their papers on 
file with roe for indexing, rather than allow Whetling to exclusively get the benefit of my quota-* 
dons and credit-marks. The Cyc. Jour, and Ir. Cyc. 6* Athlete have also adopted the same 
" intelligently selfish " rule towards me, which Wheeling's publisher was shrewd enough to 
adopt at the outset of my round-the-world enterprise. A recent token of English appreciation 
of that shrewdness is the publication by the St Stephen's Gazette of a portrait of H. Eihering- 
ton, " manager of the Sportsman's Exhibition," accomi>anied by biographical sketch, which lat- 
ter was reprinted in IVheeling of May 4. The founder of the Bi. News, B. Clegg, died Apr.28. 
In correction of my Aug. list of papers on p. 654, I may say that No. 21 should have been 
named as Irish Athletic df Cycling Ne7vs (see p. 695), with J. L. Dunbar as ed. and prop. 
It is an ofEshoot of the Irish Sportsman, and I believe P. B. Kirwan is a leading writer for it. 
R- J. Mecredy became ed. of Ir. Cyclist <5r» Athlete in Dec, when it was changed to a weekly, 
and in Mar. he bought it, in company with his brother, A. Mecredy. Its price is 2 c, and office 
is at 49 Midile Abbey st. Its latest page, May 4, is numbered " 2664," and its general appear- 
aace is prosperous. Under its title is a list of some two dozen clubs, of which it is the " official 
QCSaOr" beginning with the I. C. A. (whereof its editor is sec), and ending with the Irish Rifle 
Association. Special " club organs " are not unknown in England,— the Cyclist of Apr. 6 m-n- 
tioning with praise the Centaur Gazette of Birmingham, as having attained to " No. 25, Vol. 
IV. " ; while Wheeling acknowledged the arrival of ' the Wheel, for Sept., monthly journal of 
the Lonsdale B. C, Mr. Calvert, editor," as long ago as Dec. 3, '84. In '84, also, the Cycling 
Merntry was leading a life of its own ; and perhaps the date of its absorption by the Scott.'sh 
Umpire, in whose heading it now forms a sub-title (see p. 695), is marked by the date of the 
latter's new serioB,--the current issue of which, Apr. 26, is " No. 141. Vol. VI." The publlca. 


tion oflSce is at 25 Jamaica St., Glasgow. Quiz^ a comic paper of that city, has just introduced a 
cycling column. Southern AUdetics^ a monthly of cycling, was begun last Nov., at Lewisham. 
All amalgamation, in Oct., of two of the French journals described on p. 699, — the first 
a weekly datiug from Mar. 5, '85, and the second a semi-monthly dating from Jan., '85, — has re- 
sulted in the Viloct'Sport et le Vilocentan RhtMis^ weekly, of Bordeaux, owned and edited by 
Jean de I'Arieste, founder of the former. The first number of a new paper at B. was mentioned 
as inferior to this old one, by the Fr. cor. of IVk. Gas. for Nov. , but he did not tell its name. 
In Dec, M. de I'Arieste made a vigorous protest against allowing the title " official organ of the 
Union V^Iocip^dique " to be conferred upon its hated rival, the Revue du Sport Vilocipidique 
(Rouen : 84 Vicompt^st.) whose " spirited pictures" were praised by Cyclist ^ Apr. 27, and whose 
" Almanach Illustr^ de la V^locipidie, 1S87 " (15 c.), was thus noticed by same pap::r, Dec. 22 : 
" It is better than the three earlier eds., and consists almost entirely of short tales, interspersed 
with jokelets called * coups de pidales.' The best of its pictures are reproductions of the Stevens 
series in Ouiingy The long name of the Rouen paper suggests that the two described on p. 698 
have been combined ; but I 'm not sure of the fact. As for the Mdaudbiad, which began in 
Apr., '84, as " official organ of the Dutch Cyclers' Union " (p. 700), its issue of Apr. x, '87, is 
called the Kampioen^ by Wheeling, as if the old title had long been disused. The true German 
name of what is called the Steel Wheel on p. 700, is the ^toA/r/u/ (Frankfort : Th. Weber, ed. ; 
16 pp. ; $1.25), pub. 5th and 20th of each nranth, at 3 Buchgasse. At Nuremburg, on the first 
Sunday in each month, Carl Lutz, ed., of Mohren st,, issues the Deutsche Rnd/ahrer (begun 
in '85 ; 8 to 12 pp., $1.50), "official organ of the ' Allgemeinen Radfahrer-Union,' " which 
seems to be a self-styled " universal " rival of the more important " Deutscher Radfahrer-Bund " 
described on pp. 651, 697. Vienna has two new fortnightlies : Rad/akrer-Zeitung {*%$\ D. 
Habemal, ed. ; 3 Fiirichgasse; 12 pp. ; $1) and Radfahr-Sport ('86; A. Von Szabo, jr.,ed. ; 
5 Ldwengasse ; 16 pp. ; %^y The Cyclist of Feb. 22 mentioned the starting of still another 
German paper, — a " universal " one, — Allgemeiner Anzeiger /Ur Rnd/ahrer. The Veloci- 
pedistf Munich, and Velocipedsport, Berlin (p. 697), were both flourishing at close of '86. The 
latter is pub. by A. Paritschke (97Zimmerst. ; $1.50), and he also bsues " Illustrirter Radfah- 
rer-Kalender 1887," at 25 c I take the foregoing from sih ed. of " Radfahrers Jahrbuch " 
(BeHin : T. H. S. Walker, 87 Zimmer st. ; Dec., '86; 230 pp. and 40 adv. pp. ; 25 c, see p. 
697), at whose office are pub. the three following : (i) " Tourenbuch," for Germany, Holland, 
and parts of Switzerland, Austria, France and Denmark, by J. M. Dumstrey, Tourmaster of 
German Wheelmen's Union ; (2) Nachlese aus dem Radfahrericben " (Gleanings from a 
Wheelman's Life), by J. M. Dum5?lrey, illust. by Max Rendschmidt, Oct., 86, $1.37 ; (3) " Das 
Kunst- und Saalfahren beim Radfahr-sport," by R. Hofer, of Leipzig, 25 c. Four others are 
also catalogued : " Das Dreirad (The Tricycle) und seine Bedeutung als Verkehrsmittel fur 
Jedermann," by Otto Ekarius, M. D. (Hamburg: G. C. Temps, 59 Neuerwall ; 37 c.); 
"Liederbuch fur Radfahrer," by the Ellwangen B. C. (songs, 3d ed., 30 c.); " Touren- and 
Fahrtenbuch," for Alsace-Loraine and Baden (Strasburg : F. Breunfleck & C. Wester; 55 c.) ; 
" Wegweiser fUr Radfahrer," along the Rhine (M.-Gladbach : O. Weber, 13 Wilhelm st. ; 75 c). 

At the close of '85, the largest year's mileage recorded in America vras J. D. Macaulay's 
(Louisville ; 6573 m. ; see p. 527), who rode every day of that year ; while the largest mileage 
in the world was E. Tegetmeier's (London ; 10,053 m. in 230 days of '83 ; see pp. 53i> SS^X 
Hence, when the Star Advocate of Mar., '87, printed a letter from A. B. Norton (b. Apr. 2, 
'66), manager of the telephone office at Westlield, Ms., describing how that— between Mar. 5 
and Dec. 30, '86 — 10,706} m. had been recorded by his I^kin cyclom., attached to a 48 in. I. r. 
Star, the case seemed to me worth investigating. In a talk with him, at the opening of May, I 
convinced myself that his cyclom. had really registered the said mileage, and that he believed 
in its accuracy, as proved by occasional comparison with known distances. Unfortunately, as 
he kept no sort of log, except a mere mem. of the date when each 1000 m. ended, his figures 
cannot be accepted as authentic by those who distrust that special make of cyclom., or who re- 


mileage record which is not wnir«i down d^ly, no ma 
b DomiDilly crnplaycd by his father at book-keeper and 

uinds of mllEi 

,. io 'Ss, a 
fiiibhed at Ihc f 

■t), by doini belter than ihe Weu- 
is. or 'Bs (P- S';)- The luoMsive 
rrala lignifying elapsed 

1, Apr. . 

; ad, II 

Jy la ; 6lh, 43, Aug. 1S4 7"'. ao, Sept. ij ; Sih, 15. Ocl. 
g : 9tb, 16, (Jet. >4 ; iMh, 17, INot. id 1 then, in jo days to Dec 30, 706] m. From July » id 

3«>oT4ooni. undercover. Hiibeit ilralghlaway spin waifrom Haniord to Springfield, i; m. 
ia 1 h. lo mia. (beating record by 1 h.), and hit iorgetl day na> iij m., Oct. «, ia^h. of rid- 

llie priieof a f 15 £Old.plaLed cyclom., which had been an lOA^ring cause of hn aclivhy, 
nsawarded by LakinftCa, to a ij-year ohlKhooUiay.C. J. Loocnli. riding a ja in. Victor (p. 
^■7), who made the preposterous "claim " of 11,19s m.. uriihoul offering a panicle of evidence 
to lappon it,— DM even ^ving the daiei when ihc alleged thousands were liniihed. He kept 
the face of hii cyclom. carefully hidden,— but LIr. N. managed to lake two readingi of it, Ocl. 
■ )(evenini)ind ig, and the "record" foriheae j days wa> 996 m.l Yet lbs Ovenoan Wheel 

Wenfield school boy ol same age, named Emenon Bun, who similarly "claimed" 10,001 m.. 
on a 41 hi. American Ideal, wai rewarded by the Corniully & Jeltery Co. with a new 46 in. bi. 
At I have reproved the Pope Mfg. Co. for giving countenance 10 an unverified " evimate ol 
I ■ ,000 m. in 14 mos." (p. 5"6), so here I pnxeu again again.! these other firm, taking such action 
aihelpsbriog all honest cyclometers and record-keeping into dispute. The "claims" of lhe^>e 
two children are utterly farcical 1 but the Overman Co. mighl well have proclaimed Ihe undoubt- 
edly anthenlic '86 record of !o3j m, by A, B. Barkman (p. jjo), who Ihiu won the Brooklyn B. 


4,tm.. Mar. ,71 

Dec.,&, '86 

by W. W. Sheen {b. June .7, ■66), ol Quiacy, 


case, I at 

ID regretfully omit an account ot one of Ihe most aolible lours of 'U,, taken by a 

Oriean5B.C,-A.M, Hill (b- Sept, .j, ',7), ajewelera. .16 Canal st-i CM. 

ehild Cb. M 

ayij, ■6sl. andH.W.Fairfa. {b.Aug. .1, '66). They left N. 0. on Apr. j. 

reached Boiton JO day* later, after having ridden their bicyelei 113; m., walked 319 m. 

in>fDr>i7m. (See Mr. H.'sfour articles in Aii?f<«, Oct. a? to Nov. 19.) 


wnpany his " perfection cyclometer," which i> no longer in Ihe market, Shan 

as UDimpor 

lant. it may be well to remember that } m, is 440 yards, and 1 m. is 587 yard.. 

of Wheel. 


of Wheel 


to°the fSlle. 

•'■^^'''='' "*'""■■' 



.44. SU* 





MAY KOURTH, 1887. 

After four years of pIielude and geiting- ready, Karl Kron thus 
TO HIS Three Thousand Co-partners giveth greeting: 

I like the Preface, as you are aware 
It serves the purpose of the overture, 

Which settles down the audience to the glare 
Of foot-lights, and the altered temperature ; 

And, while they wait to see the curtain rise, 
They think but little of the music's swell ; 

So that the play give naught to criticise, 
They clap their hands and tell us " All is well." 

Again, the Preface gives a man a chance 
To show his readers what he's going to do; 

To so point out his failings in advance 
That they may be forgiven on review ; 

To get his pen used to the ways of verse ; 
To get his rhyming-lexicon before him spread 

To nerve himself, for better or for worse ; 
And then, at last, to boldly go ahead. 

My time has come ! My overture 's played out. 
Already do I hear the tintinnabulating bell. 

The rising curtain and expectant shout 
The nearness of my fate at length foretell. • 

So, Good-bye, Preface, Indexes, and all I 
Farewell, Old Sub.-List, with your frowns and smiles I 

Here now 's the pinch ! Hear now my clarion-call : 
*• Come t thirty thousand purchasers for ' X. M. MiLES ' I " 




''There is a pleasure in the pathless woods," without a doubt But, 
when the solitary wayfarer journeys through those woods afoot, he must 
expect to derive that pleasure wholly from the natural objects around him : 
he cannot count on gaining any from communion with his fellow-man. His 
fellow-man is, in fact, much inclined to fight shy of such solitary wayfarer 
whenever he ceases to view him with absolute indifference, for nothing 
picturesque or attractive attaches to the casual pedestrian plodding slowly 
along his chosen path, and even the very name of " tramp " has come to carry 
with it the notion of something disreputable or dangerous. In the view of 
the average American householder, a stranger tramping along the public 
highway must be either a poor man in search of employment, or a book-agent 
or a patent-rights hawker or some other variety of the peripatetic peddler, or 
else he must be a professional vagrant and thief. In any case, he is a person 
whom it is advisable to keep at arm's length and to favor with civilities of 
only the briefest and most formal description. He is an essentially common- 
place and uninteresting object, whose room is much better than his company. 
Acquaintance with such a one can presumably yield the householder neither 
pleasure nor profit, and is more likely to result in discomfort and loss. 
Good-day to him, therefore, and good riddance. 

When the solitary wayfarer glides through the country on top of a 
bicycle, however, his relations to his human environment are absolutely 
altered. The Frenchmen of old, to whom must be accorded the ultimate 
credit for rendering possible this modern mechanical marvel, might well 
exclaim, "Nous avons changi tout cela.** Mounted on a four-foot wheel, which 
sends him spinning swiftly and noiselessly o'er hill and dale, the whilom 
tramp is transformed into a personage of consequence and attractiveness. 
He becomes at once a notable feature in the landscape, drawing to himself 
the gaze — and it is usually the admiring gaze— of all whose eyes are there to 
see. His fellow-humans ignore oravcid him no longer. Gentle or simple, 
tbey aii recognize in him UlMM|Hi||tetive of something novel and remark- 

'FroiD LWincoifM Mi miJ^ ^ ^^^^^ •76.587. Reprinted in Tht IVheeiman, 
December, x«&, PP- *i 


able. He is the center of universal curiosity and comment. His presence 
illustrates a fresh triumph of mind over matter. All creatures who ever 
walked have wished that they might fly; and here is a flesh-and-blood man 
who can really hitch wings to his feet. That is the one touch of nature which 
makes the whole crowd kin. 

The deprecatory remarks often addressed to that large body of Ameri- 
cans who make the tour of Europe without any preliminary travels of import- 
ance through their own country may seem rather plausible at first blush, but 
whoever looks below the surface of things will quickly discover the injustice 
of such reproaches. The tourist who goes abroad gets a great deal more for 
his money than he could possibly get by traveling an equal distance at home. 
This magnificent country contains without doubt many notable natural 
objects which are well worthy of the inspection of its natives as well as of 
foreigners ; and the foreigner has as an additional motive for traveling here 
the outward life of the people, which he can compare instructively with the 
similar manifestations made in the mass by the life of other nations. But the 
cities of the United States, however widely separated geographically, are all 
practically alike, and so are the towns and the villages, and so are the out- 
ward characteristics of their inhabitants. The " local color '* which senti- 
mental writers are so prone to attribute to the people and institutions of 
particular sections of our vast domain does not possess the vividness which 
would make it really distinctive. New Orleans, which is the most un- 
American of our cities, does not impress me as essentially unlike New York, 
and the most radical difference between Boston and San Francisco is a differ- 
ence of longitude only. To speed along the frozen lake-side at Chicago 
behind the jingling sleigh-bells of a bustling business-man's " fast trotters," 
and three days later to lazily pluck the yellow fruit from an overladen orange- 
tree in a sleepy garden of Mobile, is merely to indulge in an impressive 
change of physical surroundings : it is not to learn an instructive lesson of life, 
such as is gained by going from St. Petersburg to Rome, from London to 

The distinctive characteristics of the various European nationalities are 
sufficiently obtrusive to arrest the attention of the most heedless observer, 
while the local peculiarities of people residing in widely-separated sections of 
this country are for the most part too faint and subtile for off-hand detection. 
In other words, all Americans are so much alike in the main essentials of 
character that the minor respects in which certain divisions of them differ 
seem hardly important enough to be worth paying much attention to. The 
process of jostling about among people who were bom under different skies, 
and brought up to accept a philosophy of life greatly at variance with our 
own, educates us in tolerance and increases our broadness of view ; but a man 
may travel here from Maine to Mexico without of necessity receiving a single 
shock to his preconceived ideals of correct conduct, or seeing anything to 
remind him that there are other people who do not accept his inherited rules 


of right living as being unquestionably " the best." The inhabitants of these 
United States are a remarkably reticent race, greatly given to minding their 
own business, and extremely slow about revealing their real thoughts to a 
stranger until they discover what his business may be. The ordinary traveler 
may pass and repass among them till doomsday without any more penetra- 
ting their reserve than a summer shower penetrates the plumage of a duck. 
Yet they are talkative enough if once their sympathy is aroused and their 
confidence gained by the introduction of some object which supplies a com- 
mon ground for interesting conversation. Such an object in a supremely 
eminent degree is the modem bicycle. The dauntless sailor of four centuries 
ago, who persistently pointed his prow through the stormy westward waves» 
had the unique satisfaction of discovering the great American continent ; but 
it has been reserved for the philosophic bicycler of to-day, who steadily 
guides his wheel through peaceful and pleasant pathways, to indulge in the 
rare delight of discovering the average American citizen. 

Undemonstrative as that citizen is apt to be toward the ordinary stranger, 
the spectacle presented by a smoothly-gliding wheelman somehow warms the 
cockles of his heart, and likewise loosens his tongue. He usually manifests 
his good will by " passing the time o' day " in one form or another, instead of 
maintaining his customary unsociable silence ; and, not unfrequently, when 
driving a horse that readily keeps him alongside, he is tempted, into an 
extended, though perforce rather fragmentary, conversation. It is ^&t until 
the bicycler dismounts, however, that the degree to which his wheel has put 
him on " easy speaking acquaintance " with a great variety of people becomes 
fiilly apparent. Whether in city or in country, he quickly becomes the center 
of an interested conclave, all intensely eager to learn about his movements 
and inspect at close quarters the new-fangled mechanism, and all at the same 
time rather shy of directly asking questions which may be resented as imper- 
tinent by such a distinguished traveler. While engaged in wiping or oiling 
or adjusting his wheel, he is cheerfully conscious that the first brief period of 
silent awe on the part of the bystanders will be followed by the offering of 
various leading suggestions and speculations from one to the other, which 
they design him to overhear and reply to ; and that, under the encouragement 
of a civil explanation on his part, the usual battery of questions will be fired 
off and the ''conversation become general." To know the price of the 
machine is the universal wish ; yet the question is not often flatly put without 
a preface of decorous apology for asking it. One common way of beating 
around the bush is to profess having *' made a bet " on the subject which the 
owner only is competent to settle, and will he therefore kindly consent to 
tell ? ** We know it's none of our business, boss, but — " " We don't like to 
trouble you, colonel, but — " " I hope you won't think me impertinent, sir, 
bnt — " Such are the common introductions to requests for information on 
this, thaty or the other point. 

ftsm '^"'llft ^ unreflectihg as if a man must at last grow inexpres- 


sibly tired of replying over and over again to the self-same inquiries pro- 
pounded by different sets of people. I should be afraid to guess the number 
of hundred times I have ** answered the anxious " by saying that the price of 
bicycles varies from seventy-five to one hundred and seventy-five dollars or 
more, according to the size, make, and finish ; that the tire is of rubber, and 
that the " cut " in the same is not the result of an accident, but simply the 
point of junction where the two ends are cemented together; that the spokes 
are steel wires plated with nickel and not with silver, which tarnishes more 
readily ; that the cyclometer revolves with the axle and registers the distance, 
the big pointer moving along one notch on the hundred-mile dial every time 
the little pointer moves entirely around the mile-dial ; that I ride a smaller 
wheel than most men having my length of leg, and that long-legged riders 
can propel a very much larger one ; that the saddle-bag is filled with oil-cans, 
wrenches, and rags rather than with cigars and whiskey-flasks ; that the instru- 
ment "keeps its balance" without conscious effort of the person who is 
astride it, and can be readily mastered by any one ; that the act of learning it 
is merely a mental process, like the act of learning to swim, — " whenever a 
man thinks he can do it, he can do it," — and that the time requisite for 
getting the mind up to the point of conviction may vary from a few hiinutes 
to several weeks, according to the natural aptitude and persistency of the in- 
dividual concerned ; that, in respect to the English record of ** best times," 
Waller has ridden fourteen hundred and four miles in six successive days of 
eighteen hours each (including two hundred and twenty miles without a dis- 
mount), Terront, three hundred and forty miles in twenty-four hours, Apple- 
yard, one hundred miles on the road from Bath to London in seven hours 
nineteen minutes (including seventy miles, without stop, in four hours fifty 
minutes), Cortis, twenty miles in an hour, and Edlin, a single mile in two 
minutes forty-six and one-half seconds; that forty thousand bicycles are 
owned in London and its environs, and three times that number elsewhere 
in England, of which some twenty-two hundred were massed together in 
simultaneous motion at the last annual parade at Hampton Court; that 
upwards of five thousand are certainly known to be owned in the United 
States, while the true number is presumably nearer ten thousand, judgmg 
from the fact that more than eight hundred were present at the Boston 
parade^ ; that I myself, while touring through the country, cover a daily 
distance of from twenty-five to fifty miles, according to the state of the 
roads, the winds, the weather, and my own free fancy, though I once rode 
seventy-five miles in a day without special effort ; that the legs do not become 
stiff and weary, as in walking, because they do not have to lift the weight of 
the body ; that the saddle is not too small for comfort ; that the wire spokes 
are not too small for safety ; that the rear wheel is not too small for swiftness ; 
that the bell and lantern employed by some riders seem to me needless 

^The reader must remember that these words were written in September, 1881, since which 
time there have been great changes in nearly all the records. 


encumbranGes ; that I can ride up-hill -when the road is good ; that sand and 
mud are the chief obstacles to progress ; that I do not frighten horses. 

Many hundreds of times have I, "by special request/* rung the changes 
on all the foregoing statements and innumerable others of similar character, 
and many thousands of times more do I expect to expound them for the 
enlightenment of fresh relays of sympathetically inquisitive fellow-citizens 
whom I hope in future years to meet in distant States and cities. The unre- 
flecting are at fault when they assume that this sort of talk must necessarily 
grow wearisome from mere repetition. On the contrary, the delight in one's 
hobby is, like white-winged hope, a sentiment that springs eternal in the 
human breast. As long as a man continues to find supreme enjoyment in 
propelling a bicycle, so long must he continue to take pride and pleasure in 
expatiating concerning it to the new groups of auditors who gather expect- 
antly about him. Sincere sympathy from any source is always sweet, and 
one of the dearest delights of a hobby-rider is to meet with people who man- 
ifest a disposition to view his hobby admiringly and to exaggerate its relative 
importance, with something of his own enthusiasm. It is not permissible to 
trot out a hobby before one's friends, for the owner, from the mere fact of 
having the hobby, is rendered incapable of determining the point at which 
their expressions of interest in the blessed beast cease to take active inspira- 
tion from the same and begin to rest on the mere passive basis of personal 
politeness toward himself. In other words, he stands in constant peril of 
becoming a bore. But no such calamity can possibly overhang the man who 
discourses concerning his hobby to a self-summoned audience of strangers, 
for, as they are not under the slightest conventional obligation to listen to 
him or to encourage him in talking, such partiality as they may exhibit in 
those directions must be in the highest degree genuine. Thus there is firmly 
established at the outset one of the surest safeguards for a free conversa- 
tion that shall be mutually entertaining to those who participate. 

It must by no means be inferred, however, that the tourist, who prizes 
his wheel as a convenient device for demonstrating that the noblest 9tudy of 
mankind is man, confines the examination of his fellow-mortals to conversa- 
tions of this single cast, wherein he himself is always sure of speaking as an 
expert to an interested interlocutor. The talk about bicycling is often a mere 
introduction, an exchange of credentials, a bridge across the chasm which 
separates men of different, pursuits, a pleasant prelude productive of confi- 
dence wherefrom follow more extensive talks on a great variety of topics. It 
is hard to imagine a man so ignorant or inexperienced or stupid as not to be 
interesting, if once he can be made to talk about his specialty ; and I glory in 
the bicycle because of its magnetic power in drawing to the surface the quaint 
characteristics of many peculiar people, which they could never be tempted to 
reveal to the casual stranger not pgsse^sed of this persuasive instrument. 
The instructive personal debates and enlivening interchanges of sentiment 
which take place in country bar-rooms and city lager-beer saloons may also 


be freely oTerheard by the tauring bicycler, absorbed as he seems (o be in 
the cleaning and polishing of his machine. Without this his presence would 
be looked upon with vague suspicion and hostility, and, unless he should 
" set up the drinks " several times and thus " make himself one of the boys," 
a lull would soon fall on the gathering, and an uneasy sensation of being 
watched by the coldly-critical eye of a respectable interloper not of their class 
would render the conversationalists unable to maintain their customary 
sprightliness and "tone." But tbe bummers and beer-guz2lers do not resent 
as intrusive the presence of the stranger who runs a wheel. They accept 
him as one of themselves. He is a fellow-sportsman, a member of " the 
fancy." a man "working to win a bet." They assume the necessity of his 
"finishing the race on time" as a satisfactory excuse for his temporary 
abstention from strong drink. Hence his refusal to share in their revels and 
his keeping his own counsel do not lower him in their respect or create a 
coolness against him. They go right on in their customary lying and brag- 
ging to one another, as unreservedly as if the unsuspected student who is care- 
fully taking to heart the lesson in life thus presented were a thousand miles 

An amusing tribute to the gracefulness and ease of bicycling is uncon- 
sciously paid by every urchin who cries, " Let her out, mister I " or, " Why 
don't you go fast?" to a rider who is already proceeding as rapidly as a 
horse usually trots. The cry shows that noise and an appearance of violent 
muscular effort are so associated in the mind of the spectator with the notion 
of swiftness that he cannot readily grasp it in their absence : he cannot easily 
believe his eyes when they alone tell him thai this noiseless apparition, with 
the slowly- and smoothly-moving legs, is really flying fast over the ground. 
There is something comic, too, about the manifest inability of all classes of 
people to accept the "tour a-wheelback" with any degree of seriousness, — to 
regard it in the same light as they regard a journey made with the help of a 
heavier vehicle which has to be propelled by steam- or horse-power. If a 
man in a buggy, stopping in front of a village tavern to water his horse, should 
announce (hat he was riding through the country for his own recreation, no 
one would think of asking him, "How fat can you drive in a day?" nor 
would it occur to any one that be was spending his vacation in a particularly 
unreasonable manner ; nor yet would a doubt be raised as to the probabilitv 
□f hijt retiirninir at his journey's end to the same commonplace and unobtru- 
■ning a livelihood to which he had presuoiably been accus- 
lan on a bicycle is assumed by everybody to be testing his 
nding his entire physical energy on the problem of covering 
sible number of miles in a given time. He is also assumed 
character continuously, at least to the extent of havii^ no 
cupation or pursuit. No one for a moment thinks of him as 
rk-a-day member of society, who, when his brief outing is 
tbe common garb of civilization and t>ears a hand >^ain in 


the common battle for bread and butter. The bar-room gentry, as already 
remarked, accept him as " a sport," and yield to him as his rightful due the 
deference they would humbly extend to a prize-fighter, or coilar-and-elbow 
wrestler, or distinguished gambler, or successful horse-jockey, or the winner 
of a long-distance walking-match. This theory, that the rider must be 
" racing on a bet," is also widely prevalent outside the bar-rooms. Second 
only to it in popularity is the notion that he is an agent for the sale of the 
machines, or at least that the manufacturers thereof pay him a salary for 
wheeling himself through the country as an advertisement for them, even if 
he is not an out-and-out " drummer." Others, again, evidently look upon the 
bicycler as a creature of infinite leisure, a favored child of fortune, who has 
morosely turned his back on "society," in weariness of the conventional 
pleasures to which it restri<^s the possessor of wealth; and who has now 
recklessly thrown himself upon the wheel, as a last desperate resource for 
getting rid of his superfluous time and money. 

When I respond to the customary interrogations by saying that I don't 
know ^ how far I could ride in a day," because I never tried to " make a 
record " ; that such brief bits of leisure as can be snatched from the routine 
business of life I devote to bicycling simply " for the fun of it," because it is 
the cheapest, healthiest, and swiftest way yet devised for seeing something of 
the country and its people; that, though I should be sore and stiff and 
weary at the close of a day spent in a carriage which a horse had dragged 
fifty miles, I can from my perch of pig-skin propel myself a similar distance 
in a similar time without any similar evil results ; when I utter commonplade 
truths of this sort, I always do it with an amused consciousness that my scep- 
tical auditors are severally assigning to me in their crafty minds the various 
ulterior motives before mentioned as somehow seeming to them a more plau- 
sible explanation of my conduct than the motive which lies plainly on the sur- 
face. It is not to be denied, however, that the spectacle often presented by a 
wheelman coming in at night, reeking with perspiration, his tattered garments 
discolored by dust, does seem a trifle inconsistent with his claim that he has 
had a pleasant and easy day of it; and if, under such circumstances, a cynic, 
wielding his fan on the veranda, is to repeat the remark of Sir G. Cornewall 
Lewis, that "life would be a very endurable thing were it not for its amuse- 
ments,** I certainly shall not begrudge him his mild indulgence. It seems 
probable, furthermore, that the scepticism as to the fact of a bicycle-tour being 
undertaken ** merely for fun " would be less pronounced where a large party 
were seen participating in the amusement ; for the astonishing lack of re- 
source in himself possessed by the average man is revealed by his inability 
even to comprehend the notion of another man's sticking to solitude as a mat- 
ter of preference when on pleasure bent. The loneliness of the alleged sport 
is the last straw which fixes his belief that something else besides sport must 
be " behind " bicycling. " Admitting everything you claim about the ease 
and exhilaration of the pastime, what conceivable pleasure can be found in 


taking long tours through the country all alone f ** Such is the ** clincher ** 
into which his scepticism is ultimately condensed. My customary reply to it 
is in this oracular form : " The pleasure of * riding alone * depends very much 
on whether or not a man takes good company with him/' It is often funny 
to watch the facial expression of the people to whom this explanation is 
offered. Some smile dubiously, some are perplexed, some think the speaker 
is "a little ofif "; even the bar-keeper has been observed to relax his heavy 
brows, as if trying to grapple with a thought. 

Some of the things already said by me concerning the prevalent ignorance 
and scepticism and misapprehension about the bicycle may perhaps have 
seemed rather improbable to the reader, because inconsistent with the knowl- 
edge of the subject presumably diffused in all directions by the eight or ten 
thousand machines now in use and by the abundant advertisements and news- 
paper articles concerning them. I therefore hasten to say that on every exten- 
sive ride I not only meet with many people who have never seen a bicycle, 
but I also meet with not a few who have never even heard of the existence 
of such an instrument. Observing me rolling the thing along on foot, they 
often ask if I am '* measuring the roads for a map " ; and when I assert 
in reply that the wheel is designed to be ridden upon, they no more believe 
that I am speaking seriously than they would if I declared it to be a balloon 
with which one might fly through the clouds. The words and looks with 
which such simple folk manifest their astonishment when the miraculous 
mount is made into the incredible saddle, and the impossible vehicle is driven 
swiftly along before their very eyes, cannot be reproduced by any ingenuity of 
the pen. Neither can I hope, in repeating the remark of an honest old coun- 
tryman whose carriage I passed, after giving the customary warning of 
" Please mind your horse, sir," to convey any adequate idea of the overwhelm- 
ing surprise indicated by the tones of his voice. His words (let dashes indi- 
cate his pauses for astonishment in uttering them) were these : " What — in — 
the— devil— do — ^yon— call — that ? " Comparable to this was the speech of a 
drowsy lock-tender on the Erie Canal, who became conscious of my presence 
only at the instant of my dismounting close in front of him : " I'll swear, 
stranger, " said he, after recovering somewhat from the first shock of bewil- 
derment, "if you didn't half make me frightened 1 What with your white 
breeches, — and white shirt, — ^and white necktie, — and white hat, — and white 
face, — I almost thought the devil himself had jumped down on me I " This 
was said with entire good nature, without a suspicion that any part of it could 
be construed as offensive or uncomplimentary. It seemed to the " canaller," 
in fact, quite an achievement in the way of facetiousness; for, as I stepped 
inside the lock-house to get a drink of ice-water, I heard him repeat it to the 
men who had gathered around ; and when I came out to mount, he addressed 
every word of it to me again, while he affably grinned good-by. Along the 
Erie Canal, I may remind the reader, the normal "local color" of the human 
countenance is assumed to be lobster-red. The burning sunshine maybe 


accredited with this result in the case of the women on the boats, but the fiery 
beverages dispensed at the lock-houses possibly have something to do with it 
in the case of the men. Even that mild decoction known as " bottled sarsapa- 
riUa," or " root beer," which is presumably kept on hand only to accommo- 
date the children of the fleet, is given a peppery addition by the bar-keepers 
of the canal. 

Of the numerous novel experiences I have met with in the course of a hun- 
dred miles of tow-path touring, the earliest was the most exciting, because of 
its suggestion of a tragic termination. I had passed many of the boat-pulling 
teams from the rear without a suspicion of trouble, but the very first pair of 
mules that I met face to face suddenly whirled about, and, tripping up their 
driver with the tug-rope, sent him rolling over and over down through the 
weeds and brambles of a thirty-foot embankment. I shouted to the man to 
inquire if he was hurt or if he needed my help, but he answered me not a 
word. The force of life-long conviction that there existed only one responsible 
source for all the evils in the world — ^namely,his mules— could not be upset by 
any such slight tumble. Getting his shaken body together, therefore, and scram- 
bling up the bank, he utterly ignored my existence or connection with the case, 
but poured forth a torrent of the most profoundly complicated cursing into 
the capacious ears of his team, simultaneously belaboring their well-tanned 
sides and quarters. The captain's wife, however, took a less mystical view 
of the matter. Recognizing in me the responsible cause of the mules' mis- 
behavior, she leveled against me a tirade of righteous though somewhat inco- 
herent indignation and abuse. The point of it was that I was liable to fine 
or imprisonment merely for having a vehicle on the path, as I must well know 
from the warning sign-boards of the bridges, if haply I had ever learned to 
read; that if the mules had. seen fit to commit suicide by jumping into the 
canal or plunging down the bank, I should have had to pay the price thereof ; 
and that, in general, only the extreme and unusual mildness of her disposition 
caused her to graciously refrain from springing ashore and dragging me off to 
jail forthwith. Thereafter, on the tow-path, I deferentially dismounted in the 
face of all approaching mules, though their drivers often persuasively shouted, 
" Come on, cap'n I Don't stop for these damned mules I They can't get 
away with me. I'll risk 'em. I'll stand the damage." The remarks and 
comments of the people on the boats were almost always good-natured, gen- 
erally respectful, and rarely uncivil or sarcastic, even when designed to be 
jocular and to exhibit the smartness of the speaker. One form or another of 
" Wheredyecumfrum, judge?" and " Howfuryergoin', major?" were the 
invariable inquiries, which *' Schenectady " and " Buffalo " satisfactorily set- 
tled. I here call to mind the quaint observation of a certain tall humorist at the 
helm, who was inspired by the presence of no other auditor 
he shouted, " I say, general, I wish I had one of them 
per cents ; I'd make you a present of it." Much x\\ 
caution deprecatingly administered to me (in a tone aXi 


of one superior being to his fellow of equal rank) by a mule-driver whose 
aspect was as uncouth and forbidding as that of the ideal tramp: ''You 
mustn't mind what these canallers say to you, friend. They are a rough set" 
A little mild chaff from one of the boats was the inspiration of this politely 
apologetic utterance. 

What shall a wheelman do to be saved, however, when two burly ruffians 
demand that he forthwith make an authoritative settlement of their long-stand- 
ing philological dispute by " saying whether the true name of the machine is 
' bicle ' or ' bihycle' " ? What answer shall he give to the worldly-wise man 
who wishes to wager ten dollars on the impossibility of such a top-heavy 
concern being safely ridden ten miles in the course of an afternoon ? The 
cyclometer is always called *' the little clock," or " the watch,'* by the chil- 
dren, while grown people often air their superior knowledge by designat- 
ing it as " a sort of pedometer " (pronounced " pc^d-o-meet-er "). When they 
add that " at least it works on the same principle as the pedometer, doesn't 
it ? " is it not pardonable for a tired philosopher, who never saw the '* works " 
of either contrivance, to reply, " I suppose so " ? Were I an adept in natural 
history, I might be tempted to prepare a monograph concerning the traits of 
cert2un rare varieties of the Great American Hog {Porcus Anuricanus)^ whose 
delight in the dangerous pastime of driving skittish and unmanageable horses 
would be worth no more than a passing remark, except for the fact that the 
mere act of purchasing a horse creates the curious hallucination that he simul- 
taneously purchases an exclusive right to the public highways. The traits 
of this Hog can be satisfactorily studied only by a bicycler, for save in his 
inspiring presence the hallucination lies dormant When the Hog, holding 
in his well-gloved hoofs the trembling reins which he knows not how to prop- 
erly handle, savagely shakes his silken-hatted head, and opens his eminently- 
respectable mouth to abuse me, I seldom make reply of any sort. It seems to 
me that in his case, as in the case of any other unfortunate victim of insanity, 
silence is the best sedative for an angry outbreak. But, as I am not now pre- 
paring a scientific treatise, I can follow the interesting subject no further. 

In dismissing the " horse question," however, I may remark that, as women 
drivers are apt when their horse gives any token of nervousness to ** pull him 
in," rather than apply the whip to make him pass the object of his anxiety, it 
is a wise rule for a bicycler always to dismount before an approaching team 
which is not guided by the hands of a man. The mildest-mannered horse in 
existence may be persuaded by persistent pullings-in to cramp the front wheel 
backward until it breaks, or upsets the carriage into the ditch ; and I have 
seen two or three feats of this sort slowly and sedately performed by animals 
which were not at all frightened, and which, under proper guidance, would have 
jogged past the bicycle without a tremor. I ought to say, though, in recom- 
mending the universal dismount before womankind, that some representatives 
thereof will perhaps be found " uncertain, coy, and hard to please," even by a 
man who loyally obeys the rule ; for I remember stopping on one occasion 


for a raw'boned and decrepit "plug," in the toils of an angular and shrill- 
loiced woman, who exclaimed excitedly as they slowly passed me (a alight 
pricking of the ears being the only sign of animation on the pari of the horse). 
" If you'd ba' set still he wouldn't ha' been scairt." With this I may pechaps 
be pardoned for coupling another instance of road-side rudeness manifested 
by the sex. Overtaking a pair of well-dicssed and comely-appearing women 
on a country sidewalk, where the act of stepping aside involved no possible 
trouble, I pTOffered, in my most suave and winning accents, the customary re- 
quest, " Will you please give me the inside track for a moment P " Imagine 
my sucprise, therefore, when one of the women, who had been for some time 
taking glances backward to measure my approach, continued bravely on in 
the middle of the pathway, only yielding it to me as I was just on the point 
of being forced to dismount, and then remarking, " I suppose you know what 
ihe law is, mister?" — " Yes, indeed, madam," said I : "the law is that a lady 
must always have the grace to grant any trivial favor which a man asks of 
ber civilly." Our conversation extended no further. 

*' Bicycle-touring may be all very fine in Great Britain, or on the conti- 
nent of Europe, where the roads have been used and kept in repair for cen- 
turies, but it can hardly be practicable in America, where Ihe highways are 
generally poor, except in the neighborhood of the big cities, — the early intro- 
duction of railways having removed Ihe chief incentive to good road-building 
on this side the Atlantic." Such is a fair statement of the a priori view of 
the case ; and it must seem a perfectly plausible and reasonable view to those 
who have not made themselves minutely acquainted with the facts. The 
facts, however, as brought to light by Ihe actual explorations of bicyclers, 
show that the view in question is entirely erroneous. The truth is that there 
are many sections of the United States where good riding may be had almost 
ctmtinuously for a hundred miles at a stretch, and where, by the aid of train 
or boat, much longer lours may be readily laid out. In offering examples of 
these I wilt confine myself to paths over which I have personally pushed the 
wheel in the course of the last two years (during which my cyclometer has 
registered some four thousand miles), though the log-books of riders in 
other parts of the country might doubtless show a record of many additional 

. 11 ^-^ble and attractive. The " Connecticut Valley trip " 

riden and extend northward through Hartford, Spring- 
Brattleboro to Bellows Falls, — say one hundred and 
; thence by train over the mountain lo Rutland (two 
lay there begin a charming course of twenty-five miles lo 
George ; and, having " done " the beautiful lake to any 
, he may drive his wheel from Caldwell lo Albany, about 
e down the old post-road on the east side of the Hudson 
fork. Here is a track three hundred and fifty miles 
igh four Stales, embracing a great variety of a 
ith in hi' 'ins and in objects of *" 


poraneous human interest." A fortnight given to this tour would cost a man 
but forty dollars, and he might reduce the cost to thirty if he cared to econo- 

From Niagara I have ridden to Buffalo, Erie, and Ashtabula, — one hun- 
dred and fifty-six miles, — in three successive days, over the excellent " ridge- 
road," which generally keeps in sight of the lake. I recommend, however, 
that the tourist who tries this track should start at Girard, in the northwest 
comer of Pennsylvania, and ride eastward to Niagara, whence, I am told, a 
good road runs to Rochester and Syracuse, — ^at which latter point my own 
knowledge of the Erie tow-path ends. I found it impossible to do any rapid 
riding on that path, for I was three days in covering one hundred and ten 
miles; but it may be inferred from some of my previous remarks that the 
chance there afforded for holding sweet communion with the "canallers" 
was a thing which had not a little attractive force, and I will also add that 
the scenery of the lower Mohawk Valley from Schenectady to Utica makes 
the route a pleasant one to explore. On the Chesapeake and Ohio Canal, 
which extends along the border of Maryland for one hundred and eighty-four 
miles, from Cumberland to Georgetown, I found the scenery of the upper 
half the more attractive, while the riding was much smoother than below. 
From New York to Boston the best road lies along the towns of the sea-shore 
as far as New Haven, whence it goes inland through Hartford, Springfield, 
and Worcester. Beyond Boston the tour may be continued up the coast as 
far as the river which separates Maine from New Hampshire at Portsmouth, 
say sixty-five miles. The return trip from Boston may be made through 
Taunton or Providence to Newport, where a transfer must be effected to 
Greenport, on the eastern extremity of Long Island. The road usually tak9n 
from that point to New York City measures just about a hundred miles, and 
the trip to Portsmouth and back as thus outlined implies rather more than 
five times that distance to be gone over upon the wheel. The journey can be 
pleasantly accomplished in three weeks, though a tourist who has leisure to 
inspect the various wonders on the way may well devote four to it. Some of 
the smoothest sections of the whole track are on the south shore of Long 
Island ; and it may be worth recording that last year, on the first Wednesday 
of September, between six in the morning and seven at night, I rode through 
the Island, from Sayville to Flushing, a distance of more than fifty miles 
though the mercury stood for much of the time at loo^ in the shade, and 
most of my riding was done in the fierce glare of the sun. Inasmuch as that 
day all along the Atlantic slope was by official observation not only "the 
hottest on record for the season of iS8i," but also " the hottest on record for 
the past seven years," I think that my ride, attended as it was by no exces- 
sive discomfort and followed by no evil effects, speaks well for the physical 
healthfulness of bicycling. 

When bad wheeling compels the tourist to resort to the railroad train, he 
usually has little difficulty in securing safe transit for his wheel in the bag- 


gagc-ear, after placating the lordly commander thereof either with civil expla- 
nations or with a quarter-do llir in current coin \ but it is greatly to be desired 
that the transportalion companies should issue definite and intelligently-con- 
sidered regulations concerning this peculiar class of "baggage." Neither 
does the tourist often have much trouble in "finding his way" from one 
point to another of his chosen route, for the " best roads " — which are the 
ones selected for louring — are usually the old-established thoroughfares, 
whose identity is apt to be well preserved al the forks and crosses, and, in 
cases of doubt, a house generally comes within hail before many miles are 
traversed. It is not difficult to so plan one's movements in a given day as to 
be sure of having a hotel within reach about noon and about nightfall; but 
the decision as to where one's baggage shall be sent two or three days ahead 
is not quite so easy. One complete change of clothing in addition to what he 
wears is about all that a wheelman can comfortably carry, and this does well 
enough for the first night, but by the second or at latest the third night it 
becomes very desirable for him to reach his " base of supplies." To deter- 
mine in advance the proper point to establish this al, when planning a tour 
on an unknoivn road, where the rate of progress is uncertain, is one of Ihe 
most puzzling problems for the tourist. 

The food and lodging which one gets at the country hotels are usually 
endurable, and are supplied to the bicycler when he is least in a mood to be 
exacting in his demands. He furthermore has the assurance of being invited 
10 sleep in " the best room " that the house contains, and of being " fed off 
from the top shelf " of its pantry. He has numberless chances for observing 
novel and unaccustomed phases of "American cookery," " table-manners," 
and " waiting." The universal negro waiter, as is well known, likes to dis- 
pense his dishes and arrange the table-ware with a grand flourish and clatter 
and uproar; but it struck me as funny that the women waiters who lake control 
of the wayfarer at most of the hotels in the Mohawk Valley should agree in 
cherishing as llitir ideal of extreme "style" in table-service the knack of 
giving rapid utterance to the names of several dishes on the bill-o£-fare, as if 
Ihey all composed a single word. None of these girls ever shows the slight- 
est tact in observing the real wants of a person at the table or in supplying 
" ' ■ .... ^j jj^j^ Roastbeefroastturkeyboiled 

: cose practically ceases, and she 
1 the proud consciousness of duty 
It in an impressive and stylish man- 
louse. Incidentally she may occa- 
the dishes that have been ordered 

r discuss the relations of the Small 
lortant and interesting a character 
could pretend to do them justice. 
meeringly of the aport that it is a 


"boyish pastime " for grown men to engage in, I feel like saying to him that 
if he would substitute "boy-like** for the other adjective he might speak 
more truly, and might thereby give the highest praise that can be given to 
bicycling. Certainly may it be said that no genuine, healthily-organized boy 
is now drawing the breath of life who can look upon the glittering spokes of 
a bicycle without an ardent longing to have them whirling merrily under his 
toes; and certainly do I believe that no grown man who takes delight in 
swiftly cleaving the air on the back of the silent steed of steel can fail to 
carry with him some of the noble freshness and bloom of boyhood, — " the 
golden, the happy, the unf orgotten I *' It was Coleridge, if I remember 
rightly, who insisted that the simple secret of genius is the art of carrying 
into mature years the free heart and fiery enthusiasm of early youth, — the art 
of keeping boy-like to the last Such, at all events, seems to me to be the 
secret of happiness, and such is the theory on which I base the assumption 
that the votaries of a pastime pre-eminently "boy-like** are, as a class, a 
pre-eminently happy set of individuals. Presumptively a good bicycler is 
always and everywhere "a good fellow.** Genuine wheelmen grow readily 
acquainted with one another, off-hand and "boy-fashion,** because the ele- 
ment of heartiness and sincerity in the sport creates the same feeling of fra- 
ternity and kinship which exists between boys up to the period when estrange- 
ment is caused by the advent of worldly wisdom. 

The quick formation of bicycle clubs wherever groups of wheelmen are 
found to exist is often mentioned as a proof of the sociability of the sport ; 
and the ready opportunities thus afforded for making pleasant acquaintance 
with men in all sections of the country are also included among its advan- 
tages. All these things I have refrained from enlarging upon, both because 
others have better said what could be said and because they are almost self- 
evident, — ^" they go without saying.** I have preferred rather to praise the 
bicycle in its character as a solace for the solitary ; as a companion for those 
whom the voice of nature or of fate has commanded to hold themselves apart 
from the hurly-burly; as a device for enabling the philosophic observer to be 
among people without being of them, to examine at first hand all phases of 
life and society without revealing the mystery of his own personality. The 
bicycler is a sort of benevolent Asmodeus. In him is realized the myth con- 
cerning the traveler with the seven-league boots and the invisible cloak. He 
can swiftly betake himself to remote regions, can see and hear all things while 
his own presence is undisclosed. Were old Diogenes searching for the honest 
man to-day, he would surely tour on a bicycle ; though perhaps the object of 
his search, bebg presumably a bicycler also, would prove a faster rider. 


[Inspired by fifteen jears' contemplation of "Beer," as prepared b; the 
iate George Arnold for Tkt New York Saturday Prist, of August ii, 1865.] 

On my wheel 

I sit. 
The vulgar mob may flit 


They go 
Unheeded by; 
And, aa they Sy, 
Honnted high. 

Toming with toe or heel 
Hy wheel I 

Oh I finer far 

Than fame or riches are 

The caracoiings of this airy cart 


Should 1 

Weep, wdl or sigh ? 

What if age has dimmed my eye f 
What if I'm truly said 
Not to be worth a red? 

Stuff I 

I've enough i 
My iteed of steel— 
My wheel I 

Go, whining youth. 

Forsooth I 
Travel by rail j 
Fish, or shoot quail ; 

Weave melancholy rhymes 

On the old times 
Whose sports to memory now appeal ; 
■" " ' w my wheel. 

lelts like snow ; 

troubles down, 

n from town to town, 
IT the crown, 
\<X or whoa t 




Those five words would form my answer to anyone who might repeat 
to me the question which an ingenuous youth recently addressed to an 
editor : " Will you tell me briefly what is the best costume to adopt for tour- 
ing on a bicycle ? " I smiled a smile when I read the enquiry, because of 
its amusing assumption that, in a matter so notoriously dependent upon 
individual taste, any single conceivable costume is demonstrably " the best." 
Nevertheless, if anyone cares tp call upon me as an oracle, I trust I shall 
always be found ready to respond with a properly oracular utterance. I at 
least know by experience what is " the best " for myself, and that is about as 
much as anyone can fairly pretend to know when he grapples with the tre- 
mendous subject of "clothes." At least half of the four thousand miles 
registered by niy cyclometer presumably represents tours and excursions ; and 
the object of my present writing is not to give advice to any other tourist, actual 
or prospective, but rather to explain why I individually, when on a tour, find 
the superlative degree of comfort assured me by the presence of white flannel 
and nickel plate. If any buyer of this book shall feel impelled to follow 
my example, well and good ; I will not attetnpt to collect any royalty from 
him for the privilege. But if anyone shall venture to misrepresent me as ask- 
ing others to follow my example, he will do so at his peril. Should such a 
person ever venture into the wildwoods of Washington Square, he must ex- 
pect me to collar him and to insist on forthwith fighting for the beer. 

The advantage of wearing a white riding-shirt, like the advantage of wear- 
ing a white dress-shirt when not riding, rather than a colored one, is largely 
a moral advantage : for, as the white fabric shows the dirt sooner than any 
other, its wearer is forced to keep himself clean. The owner of a so-called 
" patent never-get-dirty " shirt, of grey or brown, may sweat through an entire 
season without once consulting the laundry, but the patron of white flannel 
must make frequent visits there if he wishes to retain the right to his name. 
By making the shirt reversible, it is possible to put to use both sides of the 
collar, and that is the part which becomes soonest soiled ; but the whole gar- 
ment will have to go to the wash-tub at the end of five or six days, and oftener 
at the end of two or three. As each washing causes a shrinkage, it is well 
to begin with a very loose collar. When this grows too small, it can be cut 
down to the second button. Finally the collar can be cut off entirely and the 

iFrom " Whirling Wheek: the Wheelman's Annual lor i88a," pp. tiT-119 (Salem, Mass. : 
J. P. Burbank, 1882, lamo, pp. 135, price $1.00). 



garment used as an undershirt. As for one's white flannel knee-breeches, 
by the time their waistband gets shrunk beyond the buttoning point, the 
breeches themselves become worn out and may wisely be torn into rags for 
the polishing of the nickel plate. 

Breeches, shirt, undershirt, drawers, socks and shoes, in addition to those 
worn by the rider, can be tied up tightly together in a roll, with comb, hair- 
brush, tooth-brush, sponge, soap and vaseline ; and around this in turn can 
be rolled his coat. Stout cords have seemed to me more satisfactory than 
leather straps in securing this roll to the handle-bar, or in slinging it over 
one's shoulder when coasting was to be indulged in. Straps always let the roll 
sag down too far on the brake, while by careful tying of good strings it can be 
kept well on top of the handle-bar, though the strings have to be tightened oc- 
casionally to check the sagging. An excellent device for preventing this is the 
Lamson patent " bicycle shawl-strap,'' of which I made satisfactory trial on 
my latest tour. The wires of this contrivance are so small that it can readily 
be put in the pocket or slung osix the shoulder with the roll to which it is 
attached, whenever one desires to have his handle-bar free. In dismounting 
at noon to sit at a hotel table, one's coat may be easily assumed without dis- 
turbing the inner roll. I do not insist that this coat shall be m^de of white 
flannel, since it is not to be worn on the bicycle, but the lighter and shorter it 
is the better. A linen duster and a flannel jacket made without lining have 
in turn served me well. When the day's ride is ended, I take a sponge bath, 
apply vaseline to any bruised or sore spots, assume new clothes throughout 
and arrange to have the damp clothes I have been riding in properly dried 
during the night for use in the next day's ride. 

My wish always is in planning a tour to send my valise ahead of me where 
I may meet it at the end of the second or third day, but it is often impractica- 
ble to arrange any meeting of this sort when one starts out on an unexplored 
path, and in my last tour, which was an all-quiet one along the Potomac, I 
was five nights as well as five days away from my base of supplies. I suf- 
fered no special inconvenience, however, though my outfit was the simple 
one before described, with the addition of a razor and a third undershirt. 
I have never experimented with " M. I. P. " or other bags, which are designed 
to encumber the backbone or handle-bar or axle of the bicycle, and I never 
intend to. There seems no sense in handicapping one's wheel with the weight 
of a bag (letting alone its ugly appearance, and the awkwardness of climbing 
over it) when the coat or shirt which necessarily forms a part of the baggage 
will answer all the purposes of a bag. The necessities of touring are con- 
fined absolutely to the articles which I have named, and those can surely be car- 
ried more compactly and comfortably in a roll than in a bag. The luxuries of 
touring are innumerable, and nothing less than a valise, sent by express from 
place to place, can keep the bicycler supplied with any appreciable amount of 
them. A good wheelman, like a good soldier, should be proud to go in light 
marching order, carrying in compact form the things that he really needs, and 


carrying nothing else. On my first tour, I packed my traps in a bag which 
was shaped like an old-fashioned cartridge-box, which opened by lifting a flap 
at the side, and which had straps at the ends for slinging over one's shoulder. 
The trouble is that a strap or string of this sort, though not unpleasant for a 
few hours' ride, finally chafes and tires one's shoulders if carried all day long. 
The bag or bundle also gives an uncomfortable heat to one's back, especially 
in summer time. I should presume this latter objection, in a lesser degree, 
might hold good against Mr. Wright's " take-me-too " device, which consists 
of a waist-belt to which a roll may be strapped on behind without sagging. 
Though I have not tried it, I have no doubt this is a good thing for a short 
ride ; but for an extended tour the handle-bar seems to me the best place on 
which to strap one's luggage. * 

I have never had a lantern, and it appears to me a needless encum- 
brance for the tourist. The " handy English tool-bag " I consider a great im- 
provement upon the ordinary " pocket-book " style of saddle bag, being noise- 
less and more secure against intrusion — though I have had an oil-can and 
a wrench stolen from it at different times, by the loungers of certain lager- 
beer saloons where I left my wheel over night. India-rubber drinking cups 
are perhaps worth carrying, though, after losing three from my pockets, I 
have lately dispensed with them. India-rubber pocket pouches or purses, to 
prevent the wetting of paper money and the rusting of keys and knives, I have 
also found serviceable. A straw hat for summer, and a flat velveteen hat for 
early spring and late autumn, are my preferences in respect to head-covering. 
Here, too, I may add as a special summer recommendation for a white riding 
costume, its non-attractive quality as concerns the rays of the sun. I cannot 
too highly praise the comfort and convenience ensured by wearing "ball- 
catcher's gloves " which protect the palm and leave the fingers entirely free. 
The back of the hand is also uncovered, the glove being kept in place by a 
button behind the wrist. The cost varies from seventy-five cents to twice 
that amount, according to the quality of the buckskin. 

Perhaps it is the result of my country " bringing up " that I always wear 
boots rather than shoes for out-door walking. Anyhow, being accustomed to 
boots alone, it seemed to me the proper thing to continue wearing them when 
I first got astride a bicycle; and my touring experiences have only confirmed 
my partiality for that sort of leg-covering. In one of my earliest rides a dog 
took my left calf between his jaws, and had it not been cased in leather he 
would have taken a part of it away with him. He didn't hurt me much in 
fact, but he cured me of all inclination to expose my extremities in the regu- 
lation stockings and low shoes, which most bicyclers affect. I should sup- 
pose that the dust and sand and mud would work their way disagreeably into 
such shoes on long tours where much walking had to be done„ and that the 
freezing cold air would work its way disagreeably through such stockings on 
wintry days. But never mind ; boots also have their disadvantages. On a 
hot day the legs of a bicycler's boots are apt to get so damp from perspiration. 


that, if he takes them off, he can't pull them on again until they have been 
dried. Hence, it is a rather hazardous venture for him to take a swim, no 
matter how tempting a lake or river may be by the roadside, until he gets to 
the end of his day's riding. The lower button of the breeches-leg put through 
a slit in the top of the boot readily keeps it in place and prevents all dust 
from entering. Top-boots that reach to the knee, and are made of leather 
stiff enough to prevent any sagging at the ankle, I have found agreeable for' 
winter riding. A velveteen jacket and corduroy breeches I consider a suit- 
able rig for short rides in the cold weather. As a club uniform is a thing which 
exists only for purposes of display, it seems to me that the jacket, whatever its 
color, should be made of velveteen, and that the breeches, whatever the ma- 
terial, should be white. Any- club that disregards either of these two points 
decreases by just so much its chance of showing off well on the grand parade. 
Were I a club-man I should force all my fellow members to turn out in jack- 
ets^ of crimson velveteen, or else I should kill them, every one I 

Velveteen is really the cheapest because it is the most durable of fabrics 
to employ for such a purpose, and even the first cost of a riding-coat made 
of it (say fifteen to twenty dollars) is not so very much in excess of one made 
of any other good cloth ; though the latter will grow shabby in a season or two 
while the former will last for a lifetime. Cheap as it is, however, its showiness 
makes it seem unsuitable for ordinary masculine attire (professional gamblers 
and Italian pea-nut venders being the only two classes of men who habitually 
wear it), and hence, like other rare and unusual things, it impresses the average 
beholder as being extremely costly as well as ornate. A dozen glossy jackets 
of velveteen in a club parade will seem more imposing than twice that num- 
ber made of commoner cloth ; just as the dazzling brightness of completely 
nickeled bicycles will challenge twice as much admiration as the glitterless 
whirring of those which are " as common looking as carriage wheels." Both 
the shiny coats and the shiny wheels, because they are so distinctly contrasted 
to the popular conception of such things, appeal strongly to the popular 
imagination, and hence help to give dignity to the pastime of bicycling. A long 
procession of men " in silk attire," sitting on " wheels of silver," is too sig- 
nificant a spectacle " to be sneezed at " ; even the wayfaring man must be 
impressed by the notion that it represents something solid and permanent. 
As regards the solitary rider, the sheen of his plush jacket in cold weather, 
like the whiteness of his flannel shirt and breeches in summer, gives an " object 
lesson " to everyone whom he meets, for it plainly proves that he has not been 
tumbled into the mud, nor rolled in the dust, nor smeared with grease and oil. 
It shows, therefore, that the bicycle is a safe vehicle and a clean one. 

The advantage which nickel plate gives the tourist is, like the advantage 
of wearing a white shirt, chiefly a moral advantage, though in a somewhat 
different sense. It is a voucher for his respectability, an emblem of the prob- 
able presence in his pockets of money enough to pay for all he wants. The 
glittering spokes of an aU«^ight bicycle enlighten the stupidest landlord to 


the fact that the bedraggled and mud-bespattered man who pushes it along 
is not a casual tramp, but a person of substance whom it will be politic to 
treat with civility and deference. Even the lordly commander of the baggage- 
car loses something of his surliness when confronted by so splendid an object, 
and is less inclined to resent its presence in the realm of trunks as an intru- 
sion. A machine with rusty wires and painted backbone, though it may be 
an excellent roadster and may represent a hundred dollars or more of hard 
cash, doesn't impress itself on the uninitiated as anything better than " an old 
five-dollar plug, which any beggar might own "; but no one can fail to compre- 
hend that a " wheel of silver " must have " money behind it," and to govern 
himself accordingly. Even the most reckless baggage-smasher stands in 
a certain awe of such a beautiful instrument and hesitates about handling it 
harshly, though he may have no compunctions whatever about slamming a 
painted bicycle from one end of the car to the other with all his wonted 
hilarity. • 

Nickel has the further advantage of requiring a man to spend consider- 
able time in keeping it clean, — time which the owner of a painted bicycle in 
similar circumstances would waste rather than spend. When a rider dis- 
mounts in a dripping perspiration and enters a cold baggage-car or colder 
ferry-boat, the exercise afforded him in polishing his wheel is a very salutary 
thing in preventing a too rapid change of his bodily temperature. It is while 
he is working thus also that the members of the admiring crowd surrounding 
him pluck up courage to ask the usual leading questions, behind his back, 
which they would not venture to do to his face, were he standing by entirely 
disengaged. Again, if a man is occupied in cleaning up his wheel in a coun- 
try bar>room, the loungers around the stove go right on with their customary 
bragging and lying to one another, oblivious of his presence, though if he 
were simply an idler like themselves, they would object to him as an intruder 
aitd keep as mum as oysters. Thus it is that the nickel plate of his bicycle 
serves the philosophic tourist as a mirror in which to watch the varying 
phases of human nature around him; and thus it is that its moral influence 
is as conducive to his advantage as is the moral influence of the white flannel 
in which he encases himself. 

Addendum, March 20, 1885. — ^The experiences of three later years ('7,300 m. ) have not 
changed at all my philosophy of touring, as formulated in the foregoing essay, which repre- 
sented the lessons of my three earliest years (4,200 m.) as a wheelman; and my practices have 
undergone but slight modification. The chief change has been the substitution of shoes for 
boots, to avoid the designated disadvantage of being frequently forced to dry the boot-legs, after 
they have become saturated with sweat. In the spring of 1883, I paid $2 for having a pair of 
india-rubber soles added to my riding-boots ; but, though their corrugated surfaces increased the 
firmness of my foothold on the pedals, the device seems too costly a one to be worth the tourist*s 
adoption. The wear caused by incidental walking on rough roadways proved quickly destructive 
of such soles ; and, after I had suffered some annoyance from their getting loose and tattered at 
the edges, I tore o£E and threw away the last of them, on my June tour in Maine, when the 
record was less than 700 miles. A pair of low-cut, machine-sewed shoes, the cheapest obtain- 
able ^$1.50), were the first ones with which I took an all-day ride (a circuit of 60 m., August t6. 


1883 ) ; and the experiment proved so satisfactory that I retained them pretty continuously in my 
riding until November 7, when their record was about 1,800 m. Their " record," indeed, was 
about all there was left to the shoes, when I kicked them off, at Binghamton, that Tuesday 
noon, in the middle of a hard day's journey of 40 m., and assumed a second pair, of heavier 
build, with a guard or flap coming well above the ankle and secured by a strap and buckle. 
These were also priced at $1.50, because of their antiquated and unmarketable style, and they 
served me satisfactorily till April 26, 1884 (if x8o m.)>— though I returned to boots for a brief sea- 
son, during my 143 m. of riding in Bermuda. My third pair of shoes were nearly identical with 
the second pair in style and price, and they had nearly reached the end of their usefulness when 
I took my last ride m them, December 34 (1,286m.)' Perhaps room, should be deducted from 
this e^ht months' mileage, as representing the sum of the short rides when I wore my ordinary 
walking-shoes; for, as a result of getting accustomed to the use of shoes while bicycling, my life- 
long prejudice in favor of boots, for ordinary out-door walking, has been considerably weakened 
After this extensive experimentation (4,000 m. or more) with three pairs of cheap, machine-sewed 
shoes, I shall be disposed to have my fourth pair specially made, of the best material, at a price 
perhaps double that of the three combined, — for the sake of comparing the ultimate economies of 
the case. My a prwri objection (p. x8) " that the dust and sand and mud would work their 
way disagreeably into such shoes, on long tours where much walking had to be done," has been 
an too sadly justified by experience ; and many a time, during the past three years of touring, 
have I longed for the presence of my trusty top-boots, as a comfort and protection in calamitous 
cases of dust and sand and mud and water. My other fear, " that the freezing cold air would 
work its vray disagreeably through such stockings on wintry days," has proved to be quite 
groundless, however, — though I have found that india-rubber overshoes, added to either shoes or 
boots, are quite efficacious in ensuring warmth to the feet when one indulges in winter wheeling. 

A pair of black cashmere stockings, for which I paid $1, served for 800 m. before showing 
any holes in the heels; and I then supplemented them with a pair of heavier woolen ones, 
ribbed, of the "Goetze" manufacture, which was for a while widely advertised. Their ma- 
terial was said to be '' the best German knitting yam," and as the desired size did not happen to 
be in stock when I called at the shop, they were run through the knitting machine before my 
very eyes. They cost $1.50, and I assumed them at the outset of my long straightaway tour . 
from Detroit ; but the heels wore through in a little more than a fortnight, when the record was 
800 m., or just the same as that of the less expensive pair. With various darnings and patchings 
the two pairs combined served me for 3,500 m. and, as I have since had new feet knit to the 
J" Goetze " stockings, whose legs showed scarcely any signs of usage, I presume they will serve 
me for another 1,000 m., at least. The latest 500 m. of my record were ridden in a third pair of 
woolen stockings ($1.35 ), having black legs and white feet-^he latter device being a good one 
to prevent the wearer's feet from being discolored by the dye. Cotton stockings cannot be made 
to bold their colors, no matter what the sellers may say ; and a pair of black ones which I was 
once forced to buy ( 40c. ), as a makeshift for bicycling, quickly gave a sable hue to my drawers 
as well as my feet. The black silk stockings which I bought in 1882 (l3.7S)» when the League 
pre command that no booted rider should be allowed in its parade at Chicago, still stay by me, in 
good condition after considerable usage on odd occasions. Their lightness recommends them for 
cairi;^^ on a tour, as a part of one's evening costume, to be worn while the soiled stockings 
and other garments of the day's riding are being washed and dried. Though the elasticity of 
heavy woolen stockings will hold them in place when new, garters soon get to be a necessity. 
Bat, as they are apt to slip, or prove otherwise unsatisfactory when applied directly to the leg, 
I bave found it convenient to suspend each one from a single button, sewn on the inner waist- 
band of the breeches at the seam opposite the hips. 

Experience has only confirmed my first liking for velveteen. The jacket of that 
1 boaght in '79, and which is likely to last me for another half-dozen years at 1( 
a aD sorts of weather during my forty days' straightaway ride of '83 ; and iftl 
ccSent garment for use on the deck during the sea voyages that were coorf^ 
Sootia and Bermuda explorations. The green corduroy breeches, bou 


'8i, lasted me to the end of my long ride of '83, though more than once torn to shreds in the 
progress of it ; and I still retain them as a most interesting curiosity of tailor's patchwork, — 
both professional and amateur. I had some thoughts, indeed, of proclaiming them by public 
advertisement as a memorial prize, to be awarded the club most largely represented on the sub- 
scription-list of this book, and to be kept on permanent exhibition as a trophy in its chief assem- 
bly-room. My earlier custom, of carrying a pair of long trousers, of thin material, in the roll on 
my handle-bar, was adhered to by me very generally until the close of 1883 ; but during the sea- 
son since then I have commonly substituted for them a pair of green velveteen riding breeches 
($8.50), which pack quite as closely and prove quite as satisfactory for evening wear. During 
that season also I usually dispensed entirely with the tool-bag, preferring to carry wrench and oil- 
can in pocket, or else in luggage-roll. For some years my custom has been to inclose the latter 
in a piece of india-rubber doth, two feet square ; and this cover is also available ais a protection to 
the carpet of one's bed-room, in case of taking a sponge-bath, at the end of the day's ride. An 
india-rubber drinking-tube— costing half-a^^ent an inch, and carried more easily than a cup — I 
have found to be a convenient device for use at brooks and springs ; though the over-cautious 
may prefer to pay half-a-doUar for " Corson's tourist's delight," which has a filter attached to 
the tube. Needles and thread have more than once repaid the slight trouble required for storage 
in my pocket book ; and I intend on my next tour to carry a little lump of upholsterer's " curled 
hair," which is said to make, when combined with soap, an excellent brush for scouring the 
grease and grime from one's hands. The recommended superiority of a sponge to a handker- 
chief, for wiping the perspiration from one's face on a hot day, has not seemed justified by my ex- 
perience, however. The ease with which the rim of a nickeled wheel may be polished by simply 
holding a rag against it while riding, would appear too self-evident to be worth mentioning, — 
were it not that " a io,ooo-mile man " assured me that it appealed to him as a new and happy 
idea, when he saw me resorting to it, in Washington, last May. Another well-known fact, that 
white flannel shrinks more rapidly than colored, may perhaps be useful information to some. 
The sight of an " M. I. P. bag," or any other such clumsy contrivance, on a tourist's bicy- 
cle, always conveys to my mind the idea that the owner is a novice at the business ; but I am 
bound to admit that some men of wide experience on the road do retain an apparent fondness 
. for these same bags. I suppose it must be because they lack " the sense of order and proportion," 
which is the natural gift of men who can put a roll or bundle of miscellaneous articles together' 
with compactness and symmetry. The non-possessor of this orderly instinct perhaps does need 
a bag, into which he can shovel his equipments at hap-hazard ; but it certainly seems to me a 
terrible infliction to have one's machine thus handicapped with an ungainly excrescence which* 
takes up about as much room when empty as when full. Far better than this — for those whose 
love of coasting causes them to insist upon having an unencumbered handle-bar — seems '* the Z. 
& S. carrier" ($2), an attachment for the backbone, alongside of which it can be folded com- 
pactly, when its arms are not needed for clutching a coat or bundle. As for the Wright " take- 
me-too " belt, the persistent praises which were given to it in my hearing by an old army man 
(whose cycling experiences on the road had been extensive, and whose judgment was still further 
recommended to me by his hearty approval of the Lamson carrier, to which he thought the belt 
a satisfactory supplement), finally overcame my prejudices, and I bought a belt, with the idea of 
using it as a coat-carrier on my 1,400-mile tour. A preliminary trial of five miles, however, was 
enough to confirm my worst fears, as to the back-heating possibilities, and all-around discomfort, 
belonging to any roll or bundle attached to the base of one's spinal column. I hate a belt on 
general principles, and I've never made a second experiment with this most ingeniously villain- 
ous specimen. No one can now object to having me speak my mind squarely against it, for 
" the trade " long since discontinued its sale. I believe, indeed, that the veritable belt which I 
bought was the last one of the kind ever manufactured. It is, without doubt, on the testimony 
of several unimpeachable witnesses, a most excellent device — ^for those who happen to fancy it. 
If such a one, haply, shall read my words. let him know that I will gladly sell the belt at a great 
reduction on its original cost. I paid a dollar for it, but the first man who remits to me 99 one- 
cent stamps shall receive the hated spedmen, by earliest return mail, postage prepaid. 


Argument. — ** Three wise men of Gotham went to sea on their wheels ; and if those wheels 
had been stronger, this lay had been longer." Kron, while taking a solitary, Christmas-eve 
cruise on his stanch yacht, ** The Bull Dorg," in search of the Golden Fleas, amid the glittering 
wastes of the Paleocrystic Sea, meets wiih the goblin trio aforesaid, at the exact geographical 
point revealed to him in a vision by the nautical symbols, " G. B. V. 4. 5. 6." The following con- 
versation then takes place : 

Cyclers three ! What men be ye ? 

Gotham's brave club-mto we be. 
Whither on your wheels so free ? 

To rake the moon out of the sea. 
Our wheels go trim. The moon doth shine. 
*T is but a wheel. It shall be thine. 
The moorCs a wheel which shall be mine ! 

Who art thou, so hard adrift ? 

lam he they call Kol Kron, 
On this moon we will thee lift. 

No I I may not mount thereon. 
Wherefore so ? ^T is Jove's decree : 
** On a wheel plough not the sea I 
With a wheel vex not the scaP^ 

E'en ashore I could not ride, 

For the moon's a sixty-inch. 
Fifty inches I may stride , 

But from sixty, sure, I flinch. 
Fudge I Get on I *T will play no tricks I 
JVo ! I drive a forty-six, — 
I was bom in '46. 

Strange cU sea to meet such keels I 
How with water can they cope ? 
T is magician floats the wheels, — 

The Infallible, the Pope 1 
Your wheels go trim. The moon doth shine. 
Now let " The Bull Dorg" cleave the brine. 
Just go your way, and I'll go mine. 
Washington Square, Dec. 34, 1880. 

1 An imitation of " Drinking Catch," by Thomas Love Peacock. Written by request for 
special midwinter number of Tht Bicycling World, January 14, 188 1, p. 153. 



Six thousand miles would make, if extended in a straight line, quite a re- 
spectable section of the earth's circumference ; and the career of the bicycle 
which I have driven that distance during the past three years and a half has 
perhaps been quite respectable enough to deserve a formal description. The 
beginning of this career was made on the Belgian block pavement, at the north- 
east comer of Washington Square, at about ten minutes past three o'clock in 
the afternoon of Thursday, May 29, 1879. It was a surprisingly short beginning 
on six thousand miles, however, for the wheel came to a standstill as soon as I 
had got into the saddle ; and, in my ignorance of the " standstill feat," and 
of the proper way of using my own feet for a quick dismount, I forthwith 
reached out for the nearest paving-stone with my left elbow, and secured a 
dislocation of the bones thereof. While waiting to have them pulled together 
again by a surgeon, whose office fortunately happened to be adjacent, I in- 
sisted, between my groans, that a telegram should be at once sent to the Pope 
Manufacturing Company, inquiring if a nickel-plated cyclometer could be sea- 
sonably prepared for me, so that my second ride might be more accurately 
measured. This remark, coming subsequently to the ears of the Captain of 
the New York Bicycle Club, seemed to him so creditable that he vowed the 
anniversary of it should be duly celebrated by a general parade of American 
bicyclers. Hence the memorable mustering of the clans at Newport, on the 
29th of May, 1880, and the formation of the League of American Wheelmen, 
with officers to summon a similar gathering on each return of that day. 

I am driven to make public this fragment of ancient history — ^not to say 
secret and unsuspected history — by the remark of a writer in the November 
Wheelman^ who, while giving due credit for my manifestations of interest in, 
and friendliness towards, the League, speaks deprecatingly of my failure to 
become a member thereof. He will now realize that I could not with pro- 
priety act otherwise. My position is much like that of the King of France 
who said, Pitat c*est moi. In a certain sense " the League is myself " ; and the 
mere fact that I elbowed it into existence leads me to insist, like Uncle Remus, 
that " Ts bleezd to have elbow-room" outside it. I am such a. very modest 
man, furthermore, that the pomp and pageantry of three annual meets 
seem already to have commemorated with sufficient impressiveness the date 
of so slight a display of fortitude. Hence my printed argument of last winter 
in favor of making the date of the meet a changeable one, so that it might be 

^From Thi IVAftlmam, February, 1883, pp. 368-375. 



adapted to the climate of the locality chosen. I urged, for example, that 
Washington's birthday, 1883, would be a good time for the fourth annual 
meet, in case the city of Washington should be chosen as the place of it. As 
for the 29th of May, it is enough for me, being a modest man, that Mother 
Nature should always send then a gentle shower of rain, — should, as it were, 
bedew the earth with her tears, — in kindly remembrance of my first mis- 

I am not unaware that a few envious and light-minded persons have given 
acceptance to the theory that the President of the Boston Bicycle Club de- 
vised the League, in order to honor a certain lawyer of that city, who, on the * 
29th of May, 1877, made the "test case " at the Boston Custom House, which 
forced the Secretary of the Treasury to classify the bicycle as " a carriage " 
(duty 35 per cent), rather than " a machine " (duty 45 per cent.). I men- 
tion this theory only that I may expose it to the scorn and derision of all true 
bicyclers. It is merely one more illustration of the petty jealousy which "the 
hub " feels for " the metropolis," — one more attempt to honor Harvard at the 
expense of Yale,^-one more effort to exalt a '68 graduate above a graduate 
of '69. The natural prejudice which the first President of the League would 
have for Harvard and *68, by virtue of being himself a *70-man at Haverford 
College (which the intelligent compositor usually transforms into "Har- 
vard 'Of explains his nefarious attempt to pervert the facts of history. Modest 
man that I am, I will not tamely consent to be robbed of the greatness which 
has been thrust upon me. I do not want to be oppressed with the burden of 
carrying any more of it. I am anxious to have the League choose some other 
day than the 29th of May, for the annual blowing of its bugle. But I must 
insist that whatever degree of celebrity may attach to that particular date, in 
the history of American bicycling, is due not to a bit of legal quibbling in the 
Boston Custom House, but to the extremely practical "test case," made by 
my left elbow with that fateful bit of Belgian pavement lying at the northeast 
comer of Washington Square. 

Two months and more before making this test, I had corresponded with 
the Pope Manufacturing Company, recommending them to open a rink in 
Xew York, in order that I might, without leaving the city, " have a chance to 
see if I could learn how to ride." But even the prospective honor of selling 
me a wheel failed to induce them to grant my modest request, and so I was 
forced to make a pilgrimage to their warehouse in Boston. There, on the last 
Friday afternoon of March, 1879, ^ made my first experimental mount, and found 
that my experiences with the bone-shaker of '69, though forgotten for a decade, 
stood me in good stead. Command of the new-fashioned wheel was gained 
by me very quickly, and, after an hour's practice, I felt quite competent to * 
"take to the road." Of course I bought a bicycle, and was consumed with 
impatience when the specified " two weeks " lengthened into two months be- 
fore its arrival. My order, that it be sent to meet me on the smooth pave% 
ment at Harlem Bridge, was mailed just too late to prevent its shipment from 


Hartford to the stony region of Washington Square. The saddle, moreover, 
for convenience in packing, had been screwed up close to the head, so that, 
even if my first ride had been attempted on a smooth road, I should inevitably 
have tumbled, and kept tumbling till I " tumbled to " the idea that the saddle 
must be set further back. 

Six weeks from the day of my sudden demonstration that " the successor 
of the bone-shaker " might become a bone-breaker, I trundled it out for a sec- 
ond trial, and practiced step-riding for an hoiu: or so on the concrete walks of 
the Square. A week later, on my third trial, I ventured to slide into the sad- 

' die again, but its advanced position and my own impaired confidence com- 
bined to make my visits there very short ones. The next day, however, I 
got the seat properly adjusted, and, after a few helps at mounting and dis- 
mounting, found I could once more trust myself to " go it alone," on a smooth 
wooden floor. My first road-ride was taken the following evening, Tuesday, 
July 22, on the Boulevard, where, in the course of two hours, I made six 
mounts, and covered four miles of space, with only one slight fall. The exer- 
cise was terribly tiresome and surprisingly sweaty while it lasted, but no 
weariness or stiffness resulted as a sequel to it. Before the next month 
closed I had taken eleven other rides and accomplished 125 miles, thereby 
exploring pretty thoroughly the roads of the New York region, of which I sent 
a minute description to the American Bicycling Journal for October. My 
longest day's record was twenty-one miles, made on August 5, when I went to 
Yonkers, where an importunate reporter tried to discover my name for publi- 
cation in the local paper, and where an equally uncivil dog tried to thrust his 
teeth through the leather of my boot-leg. The thermometer stood well up 
among the nineties, that day, and the hot weather which prevailed during all 
my rides of that month perhaps explained why I never once sighted any 
wheelmen. I suppose there were then about a dozen of them in New York. 

My log of distances, traversed up to this time, had been laboriously com- 
piled by using the county atlas, inasmuch as my agonizing appeal to the 
Popes for a cyclometer that should be nickel-plated, had been quite in vain. 
On the first day of September, however, when I began to do some riding in 
Massachusetts, I reconciled my conscience to the belief that one of their 
ordinary cyclometers, even without any nickel-plating to ensure its accuracy, 
was better than nothing, and so I attached to my axle the little round brass 
box which has registered the miles for me ever since. My first " over-night 
excursion" began September 9, when I started from Springfield with the idea 
of propelling myself to Boston, 100 miles, and there, perhaps, taking part in 
"A Wheel Around the Hub," for which an invitation had reached me, though 

' the exact time of starting had been left undecided. Adopting the mistakei 
theory of a railroad man, that the highway supplied softer and more diflicul 
riding than the space between the tracks, I clung to the latter all day, an< 

. only accomplished 22 miles, ending at West Brimfield, where the rain put a; 
entire stop to my very slow progress. On the morning of the nth I too' 



train to Worcester, and there learned that the Boston riders had decided on 
the nth and 12th as the days for their excursion. I was thus too late to be 
with them at the start, but, by resuming my train, I might have overtaken 

them — possibly at Readville, probably at Canton, or certainly at Sharon, 

and thus participated in the larger part of the journey. I afterwards greatly 
regretted that I failed to do this, especially as in wheeling eastward from 
Worcester I went astray over bad and hilly roads and occupied nine hours in 
covering 24 miles, a third of which I walked. The next day I rode in from 
South Framingham to Boston, over the well-known track; and while circling 
about there in the early evening, in the region of Trinity Square, I observed 
numerous dusty bicyclers who seemed to be homeward bound, and who, I 
doubt not, were some of the men whose comrade I ought to have been in the 
" Wheel Around the Hub.*' I eyed them curiously, for this was the first 
chance I had ever had of seeing any bicycling. I devoted a good part of 
Saturday to exploring the enchanting environs of the city, and then took 
train back to Springfield, with a record of 104 miles for the four days. On 
the 17th of September I rode southward to Hartford, 33 miles, and five days 
later the same distance northward to Greenfield. These were the two longest 
day's rides of the year ; and the longest ride on two successive days was 62 
miles, beginning at New Haven and ending at a railroad station about eight 
miles from Harlem Bridge. This was on the loth and nth of November, 
and a fortnight later I devoted an afternoon and a forenoon to my first trip 
to Tarrytown and back, — ^48 miles. An October trip of similar duration to 
Orange and back measured 40 miles. Most of the rest of my riding was on 
the roads which I had first explored in August, though I made several visits 
to Brooklyn and Prospect Park, and I finished there my wheeling of the year, 
on the i6th of December, when I took a 20-mile trip to Coney Island. 

My entire riding for 1879 amounted to 742 miles, being an average of about 
16} miles for each one of the 47 days when I mounted the wheel ; and up- 
wards of 600 miles were accredited to the last four months of the year. The 
length of track traversed by me for the first time amounted to at least 330 
miles; and if 130 miles be added to this to represent that part of it which I 
traversed a second time but in an opposite direction, my "new" riding 
amounted to 460 miles, leaving only 282 miles to represent the repetitions in 
the year's record. Reports and descriptions of most of these roads were 
printed by me in the first volume of the Bicycling Worlds 1880, as follows: 
April 3, p. 163; April 17, p. 178; May i, p. 199; May 15, p. 219; May 29, p. 
234 ; June 12, p. 256. Later references to my road-reports in that periodical 
will be enclosed in brackets with the initials B. W, 

My wheeling in 1880 extended through a period of eight months, from 
April 19 to December 16, and amounted to 1,474^ miles, or an average of 
about 26J miles for each of the fifty-eight days I rpde. The shortest record 
was 3J miles, the longest was 73, and there were nine other days when I rode 
40 miles or more. My first 50-mile ride was on the 4th of May, when I made 


the round trip to Tarrytown, and added seven miles of riding on the Boule- 
vard by gas-light, to complete the distance. \B. W^ Aug. 7, p. 331.] This 
was also my first experience of that sort of night-riding; and I may as well 
say here that I have never made use of a lantern. On the first day of sum- 
mer, I rode from Taunton to Boston, 40 miles, as one of a party of six return- 
ing from the meet at Newport ; a week later, from Hartford to Springfield, 
35 miles ; and two days afterwards, from Hartford to Meriden, 30 miles. 
\B. IV., Nov. 19, p. 27.] Between the 9th and 13th of July I rode 131 miles on 
Long Island, between Greenport and Hunter's Point, and on the 3d of August 
tried another route there of 25 miles, from Cold Spring Harbor to Astoria. 
[B. fV.y Nov. 26, p. 37.] My third round trip to Tarrytown, 43 miles, was 
taken August 17. After this, between the 6th and 24th of September, c^une 
the longest tour of my four seasons' record, for it amounted to 495 miles, and 
included sections of New York, New Jersey, Pennsylvania, Ohio, and Canada. 
IB. W., 1881, May 27, p. 27 ; June 3, p. 44 ; June 10^ p. 56; June 17, p. 64.] 
As my riding was confined to fifteen days, the average for each was 33 miles, 
the shortest record being that of my incursion into Canada, September 15, in 
the region of Niagara Falls. Before this I had spent four days along the 
Erie Canal, mostly on the tow-path, between Schenectady and Oneida, no 
miles, and ridden for two days, 32 miles, in the region of Canandaigua, where 
I was visiting a friend. From Niagara I rode 38 miles to a farmer's house 
16 miles beyond Buffalo ; thence 73 miles to Erie; thence 45 miles to Ashta- 
bula, making in all 156 miles, which distance still remains my best record for 
three successive days. The swiftest and pleasantest ride of the tour was had 
in returning on the same track from Erie to Dunkirk, 47 miles, in seven and 
a half hours, including two hours out of the saddle. The next afternoon and 
evening five hours were spent in getting over the 17 miles between Bingham- 
ton and Great Bend. Then came a continuous ride of three davs, from Port 
Jervis to the Delaware Water Gap and across the Jersey hills homeward to 
Washington Square, the distance being 125 miles, of which the last day 
claimed 53. My estimate of new track traversed in 1880 is 700 miles, and of 
old track traversed in a new direction 100 miles, leaving 674 to represent the 
repetitions of the year. 

February and July were the only two months of 1881 that claimed none 
of the 67 days in which I wheeled 1,956 miles,— an average of 29i,--though 
January saw me mounted only once, when I indulged in the novelty of push- 
ing myself a half-dozen miles over the beaten snow, among the sleigh-riders 
of the Boulevard. My next ride, and the shortest of the year, was on the ist 
of March, a mile and a half, from the railroad station to my friend's house in 
Washington. Four days afterwards, in the same city, I took my longest ride 
of the year, 66J miles, in spite of having broken off one of my handles the day 
before, and thereby ruined all chance of "beating my best record " (73 miles), 
and perhaps even making loo miles. On the 22d of April I explored Staten 
Island to the extent of 23 miles, and then went 17 miles further, through 

mc-s :f.^ ■.',.', ■ „„ ^ /,,/,/, ,-. 

iitnrday ijt Mar, : .rnn . ■ 



year, I took my last ride and one of my longest ones, 6oJ miles. My estimate 
of new track 'traversed in 1881 is 750 miles, and of old track traversed in a 
new direction, 210 miles, leaving about 1,000 miles to represent the repetitions 
of the year. 

My riding of 1882, as comprised between April 19 and November 29, 
amounted to 1,827^ miles, or an average of rather more than 33 J miles for 
each of 56 riding days. I celebrated May Day by a ride of 45 miles, from 
Orange to Morristown and back, and three days later accomplished 41 miles, 
including a ride from Orange to Little Falls, Pompton, and Paterson, which I 
afterwards extended to Hackensack, Ridgefield, and Fort Lee. On the after- 
noon of the loth I made the Tarrytown trip again, 42 miles ; and on the fore- 
noon of the 26th rode up there, crossed the river to Nyack, and came down the 
west side of the river, through Tappan and Englewood to Jersey City, 51 miles. 
During the last three days of the month, I rode 75 miles in the streets and parks 
of Chicago ; and on the first morning of summer began at Covington a tour 
of 340 miles among the hills of Kentucky, finishing at Maysville on the 9th. 
The miles recorded on the successive days were as follows : 39, 61, 33, 43, 
31, o, 52, 42, 39, — the blank record signifying the day devoted to visiting the 
Mammoth Cave. The January Wfuelman contained a detailed report of my 
autumn tour of 400 miles, beginning at Utica on the 20th of September, and 
extending through Trenton Falls, Syracuse, Canandaigua, Avon Springs. 
Portage, the Genesee Valley, Hornellsville, and Corning, to Waverly (330 
miles), and then Towanda, Pittson, Wilkesbarre, and Newark, where the end 
was made October 12. In the interval of a quarter-year and more, which 
elapsed between these two tours, there were only three days when I mounted 
my wheel : I rode from Hartford to Cheshire, 28 miles, July 18, and next 
day rode 25 more, in the region of New Haven and Branford; and on the 
15th of September I rode 28 miles on Staten Island. On the 27th of Octo- 
ber I made a round trip of 31 miles, from Philadelphia to a point beyond 
Wayne. My next trial of a "new road" was made November 13, when I 
went from Newark along Springfield avenue to Short Hills, Madison, and 
Morristown and back, 44 miles. 

My final tour of the year began November 21, when I rode from Harlem 
Bridge to Bridgeport, 55J miles. The next forenoon I rode to New Haven, 
19 miles. The third day I proceeded through Cheshire to Hartford, 43 miles ; 
and the fourth, I finished at West Springfield, 31 miles. At 6 o'clock in the 
morning of Wednesday, November 29, exactly three and a half years from the 
day when I first mounted my wheel, I was warned that a new snow-storm had 
just begun, and that if I intended to work off the last 23 miles needed to com- 
plete the record of 6,000, I had best make a prompt beginning. I finished 
my task in Springfield, at half-past ten o'clock, and then sought breakfast 
with an appetite well-sharpened by a four hours' struggle through the blind- 
ing snow. The air was cold enough to freeze my moustache into a solid lump, 
and hence gave the snow no chance to grow damp and slippery. Thanks to 



the tight clutch kept by me on the handles, my wheel, though it had two or 
three dangerous slips, never fell. 

My new track, in 1882, was 820 miles long, and my old track, ridden in a 
new direction, was 180 miles, leaving 828 miles of repetitions. Combining 
with these the similar estimates already given for the three previous seasons, 
the following result appears: Of the 6,000 miles through which I have 
pushed my 46-inch Columbia bicycle, " No. 234," 2,600 miles were on roads 
that my wheel had never before traversed, and 620 miles were on roads that 
it had never before traversed in the same direction. In other words, I have 
had 3,220 miles of practically " new " riding, as against 2,780 miles on paths 
previously gone over. I believe there are quite a number of Americans who 
have wheeled themselves 6,000 miles or more (though I have yet to be told of 
one who has done that distance on a single machine) ; but to the best of my 
knowledge I am the only man who has practiced bicycling on 2,600 distinct 
miles of American roads. The period described has comprised 1,280 days, 
and, as I have mounted the wheel on 228 of these, my " average ride " has 
been a trifle less than 26)^ miles. The average has constantly increased, 
however, as is shown by comparing the figures of the four seasons in succes- 
sion : 16J, 26 J, 29i, 33 J. The " days " and " miles " may be grouped to- 
gether as follows: 1879, 47 ^^^ 742; 1880, 58 and 1474}; 1881, 67 and 
1,956; 1882, 56 and 1,827^. 

I have driven my wheel in the fifteen following States : Maine, New 
Hampshire, Vermont, Massachusetts, Rhode Island, Connecticut, New York, 
New Jersey, Pennsylvania, Maryland, Virginia, West Virginia, Kentucky, 
Ohio, and Illinois ; and I have accompanied it on railroad trains in all but the 
first-named State, and also in Delaware and Indiana. The miles we have 
traveled together by trains are indicated by the numerals in the following 
chronological list of our trips: West Brimfield to Worcester, 35 ; Newton to 
Springfield, 91 ; Hartford to Springfield, 26; Chicopee to Northampton, 14; 
Greenfield to Holyoke, 28 ; Bartow to Harlem, 8; Newport to Taunton, 34; 
Brighton to Boston, 5; Boston to Springfield, 99; Springfield to Chicopee 
and back, 7 ; Springfield to Hartford, 26; Meriden to New Haven, 18; River- 
head to Yaphank, 15; Oneida to Canandaigua, 100; Canandaigua to Niagara, 
105 ; Ashtabula to Erie, 41 ; Dunkirk to Binghamton, 245 ; Great Bend to 
Port Jervis, 113; New York to Washington and back, 456; Tarrytown to 
Poughkeepsie, 45; Poughkeepsie to New York, 73; Fall River to Boston, 49; 
Rowley to Portsmouth, 26; Salem to Boston, 16; Smith's Ferry to North 
Hatfield, 11 ; Bernardston to Hartford, 67; Hayden's to Springfield, 17; 
Smith's Ferry to North Hatfield, 11 ; Bellows Falls to Rutland, 53; Flushing 
to Hunter's Point, 7 ; New York to Baltimore, 186 ; Baltimore to Frederick, 
66; Cumiberland to Harper's Ferry, 97; Washington to New York, 228; 
Newark to New York, 7 ; New York to Washington «nd Chicago, 1,041 ; 
Chicago to Cincinnati, 310 ; Williamstown to SftdiljrfHjUftfc U|KtQn to Cave 
City, 26; Cave City to Louisville, 85; CiiCfl{iMI^^HPIip'Si,,j4^ Albany 


to Utica, 95 ; Oneida to Syracuse, 25 ; Waverly to Towanda, 18 ; Meshoppen 
to Pittston, 38 ; Wilkesbarre to Newark, 172 ; Newark to Philadelphia and 
back, 162. 

In addition to the above indicated 4,414 miles by rail, I have accompanied 
my wheel 1,044 miles on steamboats, as follows: New York to Pleasant 
Valley, 6; New York to New Haven, 75; Harlem to Fulton ferry (twice), 
15; New York to Newport, 160^ New York to New London, 120; New Lon- 
don to Grecnport, 15; Battery to Vanderbilt's Landing, 10; New York to 
Fall River, 175; Hulett's Landing to Baldwin's and thence to Caldwell (Lake 
George), 40; Hudson to New York, 115; New York to Flushing, 15; New 
York to Poughkeepsie, 75; Fulton ferry to Harlem, 8; Maysville to Cincin- 
nati, 60; New Haven to New York, 75; Battery to Tompkinsville. 10; New 
Brighton to Battery, 10; Harlem to Astoria and back, 6; Hoboken to Brook- 
lyn, 3; Tarrytown to Nyack, 3 ; Fort Lee to Manhattanville (three times), 5; 
Hunter's Point to Seventh street (twice), 5; Hoboken ferry, six times; Wee- 
hawken ferry, six times; Pavonia ferry, twice; Communipaw ferry, twice; 
Jersey City ferry, twice; Wall street ferry, eighteen times; Fulton ferry, once; 
Grand street ferry, once. These thirty-eight ferry passages probably amounted 
to as many miles altogether. 

Canal-boat rides of four miles on the Erie, and ten miles on the Chesa- 
peake and Ohio may be added ; and row-boat transportation has been given 
my wheel from Staten Island to Elizabethport, twice across the Mohawk at 
Hoffman's Ferry, once across the Connecticut at Thompsonville, and once 
across the outlet of Lake Champlain at Chubb's Ferry, — perhaps three miles 
in all. I have escorted it on horse-cars twice down the east side of the city, 
from Fourteenth street to Wall, and once on the same route upwards ; five 


times down the west side from Fifty-ninth street to the ferries at Liberty, 
Chambers, Desbrosses, Canal, and Christopher streets respectively ; and once 
from One Hundred and Eighteenth to Fifty-ninth, — a distance of perhaps 40 
miles altogether. On three occasions I have ridden with it in a wagon, about 
20 miles, and I suppose it has been similarly carried a similar distance when 
I have not been in attendance. Its solitary tours, when caged in a crate and 
packed like ordinary merchandise into freight or express car, have numbered 
half-a-dozen and amounted to about i»6oo miles, as follows : Hartford to New 
York and back, 220 ; New York to Springfield and back, 272 ; Hartford to 
Schenectady, 140; Cincinnati to Hartford, 972. 

Most of the distances by train have been given on the authority of the 
railroad guides, but I have been obliged to " estimate " a few of them, and 
have felt uncertain in one or two cases concerning the actual route chosen 
between distant points which are connected by competing lines of quite 
unequal lengths. Some of my steamboat distances have been guessed at from 
my knowledge of the distances on shore. In no instance, however, have I 
knowingly exaggerated, and I am sure that the sum of my estimates falls short 
of, rather than exceeds, the actual distance. I may also add here a word of 



caution against the too literal acceptance of my cyclometer reports as repre- 
senting the exact distance between the chief points that are named in a day*s 
ran, as if the whole of it were included between them ; for, of course, the 
figures in reality often cover many detours and much extra riding, which can* 
not be specially explained in such a general summary. 

The total distance which the record says I have been carried in com- 
pany with my wheel (5,535 miles) lacks only 465 of the 6,000 miles which I 
have personally pushed it; but the sum of the distances which I have traveled 
on account of my wheel, when not with it, is also quite a respectable one. 
My original journey to Boston to negotiate for its manufacture was 450 miles 
long ; and other special rides may be named as follows : Cincinnati to New 
York, 882 ; Springfield to Schenectady, 118; Syracuse to Canandaigua and 
back, 150; Yaphank to Greenport and back, 75; Paterson to New York and 
back, 32 ; Thompsonville to Springfield and back, 18 ; twenty rides between 
New York and Orange or Newark, 160; fourteen rides on the elevated rail- 
road between Washington Square and Washington Heights (One Hundred 
and Fifty-fifth street), 112; fifty-four rides on the same, to or from One 
Hundred and Fourth street, 270 ; eight rides on the same, to or from Harlem, 
48; fifteen rides to or from Fulton street, 30. This makes a total of 2,335 
miles, which the rides I have taken in horse-car and omnibus, on my wheel's 
account, would readily raise to 2,400. The wheel itself is shown by the pres- 
ent record to have traveled 13,160 miles, and I therefore am led to assume 
that it has " seen a good deal more of America " than any other bicycle a- 
going. My manuscript log, concerning its travels and adventures, occupies 
152 pages, with an average contents of 200 words each ; and I hope to pre- 
pare therefrom, for the March Wheelman, some account of its mishaps, and of 
the cost of repairing them. I may also offer then some considerations tend- 
ing to show that my steadfast sticking to so small a wheel, while it is possible 
for me to propel one which is half a foot higher, is not altogether due to the 
sentimental consideration that " I was born in '46." 

One more exhibition of "mileage statistics" and this present article 
shall be ended. I have wheeled 40 miles in street parades : 14 at Newport, 
4 at Boston, 13 at Chicago, and 9 at Philadelphia ; 52 miles in club runs : 22 
at Washington (three runs), 12 at Poughkeepsie, 12 at Brooklyn, and 6 at 
Brattleboro ; 80 miles with two or more chance associates : 40 from Taunton, 
16 from Boston, 33 from Poughkeepsie, 12 from Chicago, and 12 from Louis- 
ville ; and 205 miles with single companions, numbering a dozen altogether : 
90 between Boston and Portsmouth, 20 between Utica and Trenton Falls, 27 
in and about Washington, 25 about Dedham and Needham, 15 near Dansville, 
8 at Orange, 4 at Frederick, 4 at Newport, 2 at Cayuga, 5 at Philadelphia, 3 
at Brooklyn, and 2 in New York. If I add 50 mtl^lUlD cover the distances 
which friends have ridden beside me on hor" "Me me in 

carriages, or walked or rowed beside me, thf repre- 

sent that part of my riding which has beeit'' ^y ** 





than that of myself. All the rest of my 6,000 miles a-wheel-back has been 
traveled alone I 

The surprising part of this last-named circumstance, to me, is that people 
should be so generally surprised at it. Men cannot, in the nature of things, 
readily adapt their business affairs in such way as to make their holidays and 
vacations coincide nith those of other men \ and a peculiu charm of the bicy- 
cle is its capacity for economizing every shred and atom of a man's leisuic, — 
for increasing his independence in respect to relaxation. Only in exceptional 
cases can citenaive louring be successfully indulged in otherwise than as a 
solitary amusement. What reasonable chance is there that, in a ride of say 
400 miles, two men can get along comfortably together, unless they are veiy 
intimate friends and of very equal wheeling capacities ? For my own part, 
I have thus far failed to induce a single one of my old-time comrades to take 
kindly to the wheel ; and when I ask, " Where are the boys who bravely 
bounced the bone-shakers with me along the New Haven sidewalks, in that 
glad winter of '69 "! " echo sadly answers : " Married and dead by the score I " 
Hence, as I seem thus fated always to " go it alone," I naturally feel an 
abiding enthusiasm for a pastime so perfectly adapted to my disposition and 
Hence, too, I trust that Mt. Calverley will pardon me if I 
o give rhythmic expression to my 

thus parody on 

e of his parodies in order (0 giv 

Olhen miir praiM Iht gnnd diapliys 

The dulMiini niadt on gala dayi.- 

Fi[ may 1 be at luch lima from il 

Though lh<n ihe public may be " lo« 

Fannd by th< breeu, la whiri at euc 

My hilhfulwhwli. allien™. 

And if folk* n« .buul ih< '• «u 

Youi nauUr mHli. 1 like not th« 

The lonely lour halb more lo pleue 

COLUMBIA, NO. 234." 

" Faithful are the wounds of a friend." So runs the proverb, which I 
must point to in explanation of my singular conduct in adhering loyally for 
four seasons to the fortunes of " Kumbcr 234." It is only an old-fashioned 
little 46-incher, with cone'bearings and big pedals. There is nothing about 
il3 general appearance to hinder the casual examiner from sneering at it as 
" no great shakes of a bicycle," ; but yet it gave me the greatest shake of my 
lifetime, the very tirst day I mounted it, and it has since been pushed by me 
over 3. greater stretch of American soil than any other wheel known to the rec- 
ords of bicycling. Men of more massive physique than mine have had Iheir 
bones broken, and broken more thoroughly than mine were, by the kicking of 
the steely steed ; men of longer purses than mine have emptied them more lav- 
ishly in the purchase of their mounts; but, to the best of my knowledge and 
belief, I am the only American bicycler whose very first ride (completed in 
less than- a minute of time and covering less than a rod of space) cost so 
great a sum of money as (234. Half of that amount was paid tor Ihe machine 
itself, and the other half went 10 (he surgical machinists, who successfully 
mended my broken elbow ; but I do not think I ought to be branded as a mon- 
ument of duplicity if, in my more weary and deceitful momenta, when questioned 
as to whether the " 234 " stamped on the cranks of my vehicle does not repre- 
sent the number of dollars paid for the same, I use " Ves " as my easiest 
answer. Il is evident, however, that no man — not even a man who earns his 
livelihood by newspaper writing— can ever be rich enough to pay that rate 
per minute for his fun, or that rate per rod for his traveling. Hence, in order 
to " bring down the average " to a point where the expense of riding might 
I i...._ji_ J . -ome, I have felt in duty bound 

1 now, at the end of my fourth 
id of transportation on the 19th 
lan 6,000 miles of ridins, where- 
light. In order still further to 
in of buying a new wheel for at 
lie record of my old one up to 
ive become so lirmly wedded (o 
lie us ; perhaps by that lime all 


the blandishments of " the newer and better " will have no other effect than to 
make me cry out defiantly, in the words of Puck's professional poet, — 

" Nay ! I'll ding to thee, old bicyde, 
Till thy round red rubber tires 
Pound to rags, and till to toothpidca 
Split thy tremulous sted wires I " 

The chief object of the present article, however, is to describe the manner 
in which the tires, spokes, and other component parts of " Number 234," have 
stood the pounding I have subjected them to in driving it 6,175 miles, during 
the four seasons past. My tours, as outlined in last month's Wheeiman, have 
extended into fifteen States and embraced 2,600 distinct miles of American 
roads ; and I assume that no other bicycle than mine has yet made anything 
like as extensive a trial of them ; but I may as well confess at the outset that, 
though I am as regards ancestry a thoroughbred Yankee from Yankeeville, 
I have somehow failed to inherit the aptitude* and ingenuity popularly ac- 
credited to the race in respect to things mechanical. 

To me such things are an abiding and oppressive mystery ; to me the 
comparisons of " points," and the discussions about minute details of manu- 
facture are apt to be wearisome, if not incomprehensible ; to me a bicycle is 
a bicycle, and I am so much pleased at contemplating the superiority of this 
sort of vehicle over other vehicles, that I have no disposition to examine into 
the possible superiority of one variety of it over another variety. Hence, in 
spite of my great experience as a road-rider, my opinion as to the mechanical 
merits of " Number 234 " cannot properly be considered that of an expert ; 
cannot properly be accepted as decisive, or even weighty. I certainly think 
that my wheel is a very good one, and I certainly think that the story I 
have to tell about the way it has stood the strain put upon it is a story which 
ought to convince the most sceptical that " the bicycle is not an expensive 
and easily-spoiled toy, but rather a cheap and durable carriage for general 
usage on the road." At the same time, if I had chanced to purchase some 
other make than a Columbia, I presume that I should have stuck to it just as 
persistently, and given it just as thorough a trial ; and, for aught I know or sus- 
pect, the result might have been just as satisfactory, or even more satisfac- 
tory. In other words, my facts are presented for what they are worth, in 
showing how the bicycle in general resists hard usage. They are not pre- 
sented to show that one particular make is better than all others, or that my 
own individual " Number 234 " is the best of all. 

I had ridden 234 miles, on twenty different days, during which my ma- 
chine had had a good many tumbles, before I asked any one to adjust its 
bearings, or otherwise repair it. Happening, then, to be at the Popes' office, 
in Boston, I indulged in 75 cents' worth of improvements, which included 
straightening the cranks, and cementing the loosened end of the splice of the 
small tire. As spectators always kindly drew my attention to this "cut," by 

COLUMBIA, NO. 234. 37 

poking it with their car.ea or fingers, the end soon worked loose again, and 
remained ao until I secured new tires, a year laier, ihuugh it never caused 
me any real trouble. Thirty-three more rides, and dj^ more miles of riding, 
brought me 10 the meet at Newport, with pedals and bearings all so loose and 
rattling as to excite the surprise and pity of the first experienced riders I got 
into conversation with. They quickly " tightened me up," and instructed me 
how to adjust the various cones and cams ; but until this time I believe 1 had 
never meddled with a single nut or screw belonging to my bicycle, except in 
moving back the saddle. At Stratford, on the previous November, however, 
1 helped a blacksmith pull into shape a very badly bent crank (at the same 
time, as I suspect, pulling the axle a trifle out of shape) ; and, on returning 
from the Newport meet, my handle-bar got a severe twist, which my compan- 
ions were able promptly to rectify. Perhaps, though, it was a result of this 
twist that, on the occasion of the next severe fall, at Washington, nine months 
later, with 1.350 more miles on my record, the right handle broke square off, 
a.Dd a new bar had lo be secured. The part of my machine which first broke, 
however, was the spring, which cracked in two on the 23d of August, iSSo 
(when my record of miles was 1,480, and mynumber of riding daj-s was eighty- 
two), though the fracture did not loosen the saddle or prevent my wheeling 
homeward in safely. In facl, Ihough the jarring and jolting seemed rather 
Greater than usual, I probabty should not have detected the crack in the 
not uncovered it in preparing to attach, for trial, a new 
;." I had bought this, not because my old block-mounted 
it, or in any way uncomfortable, but because 1 had read 
about the superiority of this new variety, that I thought, 
i departure on a lour of 500 miles, Ihat I " must have the 
iking of the spring prevented this preliminary trial of the 
it, for the first time, when I began my tour, and discovered 
miles that it was far less comfortable than the old one. 
I lo ride it 100 miles further, before I could get back the 
.mediately ordered sent lo me ; and I have made no other 
:. As thai original saddle is now completely worn out at 
. 1 propose to begin my fifth season with a new one of the 

ichine to its birthplace in Hartford lo have the broken 
id. as the pedals had become unduly worn, because of my 
Hrst 900 miles without making any adjustment. I had them 
es ; and I also ordered new tires, because, though they had 
lo the rims, and were not perceptibly worn, the front one 
) cut straight across il, and I did not wish, al the outset of 
ake the chance of its coming completely apart. For these 
neral tightening up of the parts, I paid (r5; and at the 
months >— ' — • "-ad paid $iJo for other small repaira, 
1 oil-cii ■ for the rear axle. I may as well 


say here that I have driven my second set of tires 4,700 miles, and that I 
think at least another 1,000 miles will be required to really " pound them to 
rags.'* The splice in the big tire worked loose in this second set, just as the 
splice in the little one worked loose in the first, though not until I had driven 
it some 2,500 miles, or more than ten times as far as in the first case. After 
two or three unsatisfactory experiments with cement, I had the loose end of 
the splice sewed down with fine wire ; and this improvement lasted for 500 
miles, or until the tip of the splice broke off. Then, at Chicago, I had a part of 
the tire turned, so as to bring the good part of the splice outside. Three days 
later, with another 100 miles on my record, a wheelman in Kentucky drew at- 
tention to the looseness of another section of my tire, and kindly cemented 
it on for me. At the end of my Kentucky trip, when I had run 3,400 miles on 
this set of tires, I had them taken off and turned, so that my last 1,300 miles 
on them have been run with the original rim-sides outward. In saying this, 
I assume that when the tires were taken off, in January, 1881 (after 780 miles' 
service), in order to allow the rims to be nickeled, they were replaced as they 
stood originally. It appears from this statement, which is an exhaustive one, 
down to the very smallest facts of the case, that in all my thousands of miles 
of touring I have never had any serious trouble with my tires. They have never 
dropped off, or even worked loose to such a degree as to interfere at all with 
my riding, and I have never, personally, doctored them with a bit of cement. 

The first serious break in my machine occurred on the 20th of January, 
1881, when I was making my first trial of it in the snow, among the sleigh- 
riders on Sixth Avenue, above Central Park, — the record then being 2,222 
miles. The air was not particularly cold or frosty, the riding was reasonably 
smooth, and I had not been subjected to any serious jolts ; but somehow, as I 
was jogging along a perfectly level stretch of the roadway, at a tolerably brisk 
pace, the front wheel gave a sudden lurch forward, and I found myself stand- 
ing upright and still holding upright the front half of the machine, while the 
backbone and rear wheel lay prostrate in the snow. The upright part, which 
I think is called the neck, had broken off in the thread of the screw, just 
below the lock-nut. I paid a New York agency $5 to have it welded together 
again, and $20 more to have the whole machine newly nickeled in every part. 
Deep grief had oppressed me from the very outset of its career, because, 
though the contract said " full nickeled," the rims were painted. Hence, 
when I next met my replated " Number 234," and saw how bravely it glis- 
tened along the rims, my joy was great. But disgust quickly followed when 
I observed that, in the process of polishing the same, the spokes, at the 
points of juncture, had been cut nearly half through. My fear that after this 
weakening they would snap at the first severe strain has not been justified by 
actual trial, for only two of them have ever broken. One spoke in the rear 
wheel broke at the time of a severe fall, May i, 1882, at Bloomfield, when the 
record stood at 4,285 miles ; one spoke in the front wheel broke on a smooth 
path, at Chicopee, Dec. 30, 1882, when the record had reached 6,140 miles. 

COLUMBIA, NO, 234. 39 

Both these wires snapped at the points where they had been cut in polishing. 
I may add here, that none of my spokes have ever got loose enough to rattle, 
and that I have never had any of them tightened except when visiting a ma- 
chine-shop for more important repairs. On a very few occasions I have 
screwed up some loosened lock-nuts, without affecting the spokes or nipples, 
and once, when a nipple broke off without loosening the wire, I pegged it in 
place to prevent rattling. The little bar, or rivet, which attaches the joint of 
the spring to the cylindrical plate sliding along the backbone, rattled out once, 
in September, 1880, when I was touring in Western New York; but a postal 
card sent to the manufactory caused a new rivet to reach me within three days, 
and a nail served as a satisfactory substitute during that interval. 

" Number 234 " was disabled for the second time on the 8th of June, 1881, 
when 2,993 miles had been traversed As I dismounted for dinner at the 
•hotel in Bemardston, after riding twenty miles, whereof the last three or four 
had been made without stop, a lounger drew my attention to an appearance 
of " something wrong " under the saddle ; and I then discovered that the un- 
der side of the shell of the backbone had cracked open, at a distance of about 
six inches from the head, though the solid metal beneath prevented a com- 
plete break. I did not venture another mount, however, but trundled the 
cripple to the adjoining railroad station, and, next day, to the manufactory in 
Hartford. A new backbone was now put in, of somewhat different shape 
from the original, and the step was attached to it by two short screws, instead 
of by the old device of a bolt and nut. The change did not commend itself 
to my approval, however, for in touring along the tow-path of the Chesapeake 
and Ohio Canal, four months later, the screws, after about 900 miles' service, 
persisted in working loose, until I lost one of them. Then I carefully bound 
cloth around the step to prevent the other one from rattling out. But it did 
drop out, and I felt desperate, for I could not mount again without a screw 
to fasten the step on with, and I was "forty miles from any town." As I 
knew the loss had happened within a quarter of a mile, however, I scoured 
the tow-path for that distance, until, at last, I was rewarded by the glisten of 
the little speck of nickel in the sand, — though its recovery would seem hardly 
more likely, on general principles, than that of the traditional needle in the 
hay-mow. My second set of step-screws have not yet shown any signs of 
looseness in traveling some 2,200 miles. The screw at the top of my handle- 
bar broke off, however, last November, and I think that both it and the screw 
at the side of the same bar were put in as substitutes for the original ones, 
which were loose. 

The third great calamity to my bicycle happened just a year after the 
second one, and was in character a repetition of the first. On the 9th of June, 
1882, as I was just about finishing a ride of 340 miles among the hills of Ken- 
tucky,— being some two miles from Maysville, on the Ohio river, where I 
intended to cross into the State of that name, and journey through it for 
another week, or until I reached Lake Erie, — I noticed an unaccountable 

««>• l.t l4 


•.• »-^n Hf tHe nechanism, which "refused to obey the helm." Carefnl cx- 
... ...«i n..4My showed me that the neck had been cracked through just 

- ..>* trtc HM.k-nttt, though the adjustment was so tight that the parts did not 
. . «\* ty trom each other, as in the similar break of January 20, 1881. It 
* a »c lemembcred that the neck then had a record of 2,222 miles; and be- 
A v.» rh^t brc4k and this second one the record was 2,650 miles. I am told 
•o,f •>k- manufacturers, being convinced that this screw-threading on the neck 
.* .H<t«arily a source of weakness, long ago abandoned the production of 
" ^ k* (»r that pattern; but, as they attempted the introduction of no new 
I. vH<> In welding "234's" together again, I suppose that, at some point 
Niwrrii the a.oooth and 3,000th mile after this second mending, I may rea- 
-.M.ibly expect that the neck will break a third time. I can only hope, in 
4.i( h ( rt*«». that my own neck may not get broken too I At the same time nHth 
»r»M ♦Ti omi mending of the neck, new bearings were attached to the fork, and 
II. K.gflhcr with the backbone, was newly nickeled. The lower bearings of 
Iht fr<»nt wheel were also renewed; a new axle, new hubs, and new cranks 
wrf t» rt<l(lr<l thereto, and a new axle and new cones to the rear wheel ; a filling 
wrt-. Infjcnlously inserted to reduce the size of the socket in which the pivot of 
(h<^ i.iHk had been playing for 4,872 miles; and a special side-spring was 
idtu h«Ml to hold up the brake, as a substitute for the unsatisfactory nibber- 
lirttidi prtJvidunly employed. I may here add that considerable annoyance had 
Im'I'U ^\st\\ me, at one time or another, by the jarnng out of the brake-screws, 
rttid OM thf occanlon of a certain tumble the loosened brake itself got knocked 
u\\\ \ \^\\\ U^r \\\t last 1,300 miles the brake^crews have kept perfectly tight. 

\ think that the first time one of my cranks worked loose was on the 5th 

(»f AH«ii«t, iHHf (record, 3,000 miles), as a result of letting the machine fall 

lifrtvlly, Hnd then letting myself fall heavily upon it. A few blows of the 

h^ffirn^f |ifit thu crank right again, and the trouble has never been renewed. 

Mirtl i«rtm#' Hrttfl W4», I believe, the last of three or four occasions on which I 

^fr|v'^ (rtinnd th« two wheels to "interfere"; and my remedy in such cases 

li.M l»f«MT tr» fttill the backbone away from the fork by main strength, which 

Nf r^Mfffh «fMnft friendly ipectator has helped me to apply. Less than 900 miles 

/ff \\{\\\\\{ •iif»**»d to wear loose the second set of bearings on my front wheel, 

A\\\\ \ N'lrn^n, »l th« manufactory, that the "shoulders'* of the concave cones 

(If ♦flf/l t/' 1'^ /ll^'d down in order to have them "take hold** again, in obedi- 

i\y\h \i\ \\\h S\^}\\p\\S\\^, of the cams. I know, too, from mv experience with 

Ih/' fif-if •^^t tff ll^rt^^fl^«», that after there has been much filing, the cams them- 

nf l»'f..» will frtll l<» 'M^kfi hold" unless little braces of iron are inserted be- 

Iwi /ff fl•^f/f mift ♦ti^ (outn, I paid a Yonkers blacksmith half a dollar for a 

h'\\t lioiif** wfffU In rnaklnfc me a rude pair of such braces, in August, 1880, 

jvfif'ff wv ff'f ^^f^ ^'^^ ''4 V> mlle». I believe my record was 5,580 miles before 

f hff^Uh fhv ftfxt (ntu hoU, ^ry nrrewing it up too tightly, though I twisted off 

fitr lif-n/l of ts •fffntft f»n#» within Iws than 400 miles afterwards. Tbos the 

)( (If iif hnltn I>frlf4 t hiid (Mrrlcd no long were utilized at last. 


COLUMBIA, NO. 234- 41 

A summaiy of the parts renewed, as described in the foregoing history of 
"Number 234," includes bandle^bar, spring, backbone, step, pedals, cranks, 
liubs, axles and cones of both wheels, tires, bearings of fork, neck and socket 
of neck-pivot, oil'Cups, spring-boll, pair of cam-bolls, cam-braces, screws of 
step and brake, one long spoke and one short spoke. The total cost of tiiese 
repairs was (43.65, to which should be added f zo for nickel-plating. The Mc- 
Kee & Harrington suspension saddle, which proved useless, cost $3.50; 
Pope ej-clometer, J7 ; handy English tool-bag, (3 ; Lamson's luggige-carriers, 
Jl.SO; oil, $1.25; padlock and chain, pair of pocket oil-cana, monhey-wpench, 

.1.... j-:_i.; — LI 1.„ -..i-hjr cloth and bands, cement, 

naking a total for " eitras " 

out of garments which have 
t, would be laid aside until 

"giving away 10 the poor." 
lal relish the black doeskin 
annels of the summer hotel 
>agne stains of the one and 
rer, that, in addition to the 
duced to rags in the saddle, 
itiments the sum of (66, as 
Icet, hal and cap, corduroy 
; flannel shirts, (12.50 ; two 
lirs of riding gloves, (5.50. 
\ crate for 1,600 miles, on a 

The fees given to baggage- 
}5 mites, together with a few 
Express charges on baggage 
I have paid (3 for rent of 
ickeis to races and the like. 
:h represents the direct coat 
I paid for my firsl mount on 
pter how I had been carried 

on water; and that the dis- 
not with it amount to 2,000 
:ed as the probable average 
'self through this entire dis- 

as the indirect expenses of 
ned "mileage" may be a lit- 

of my personal subsistence 
in advance of what its cost 

specified as a probable esti- 
: greater than the true one. 


stiffening of the mechanism, which " refused to obey the helm." Caref al ex- 
amination finally showed me that the neck had been cracked through just 
below the lock-nut, though the adjustment was so tight that the parts did not 
fall away from each other, as in the similar break of January 20, 188 1. It 
will be remembered that the neck then had a record of 2,222 miles; and be- 
tween that break and this second one the record was 2,650 miles. I am told 
that the manufacturers, being convinced that this screw-threading on the neck 
is necessarily a source of weakness, long ago abandoned the production of 
necks of that pattern ; but, as they attempted the introduction of no new 
device in welding "234*5" together again, I suppose that, at some point 
between the 2,000th and 3,000th mile after this second mending, I may rea- 
sonably expect that the neck will break a third time. I can only hope, in^ 
such case, that my own neck may not get broken too 1 At the same time with 
this second mending of the neck, new bearings were attached to the fork, and 
it, together with the backbone, was newly nickeled. The lower bearings of 
the front wheel were also renewed ; a new axle, new hubs, and new cranks 
were added thereto, and a new axle and new cones to the rear wheel ; a filling 
was ingeniously inserted to reduce the size of the socket in which the pivot of 
the neck had been playing for 4^72 miles; and a special side-spring was 
attached to hold up the brake, as a substitute for the unsatisfactory rubber- 
bands previously employed. I may here add that considerable annoyance had 
been given me, at one time or another, by the jarring out of the brake-screws, 
and on the occasion of a certain tumble the loosened brake itself got knocked 
out ; but for the last 1,300 miles the brake-screws have kept perfectly tight. 

I think that the first time one of my cranks worked loose was on the 5th 
of August, 1 881 (record, 3,000 miles), as a result of letting the machine fall 
heavily, and then letting myself fall heavily upon it. A few blows of the 
hammer put the crank right again, and the trouble has never been renewed. 
That same date was, I believe, the last of three or four occasions on which I 
have caused the two wheels to "interfere"; and my remedy in such cases 
has been to pull the backbone away from the fork by main strength, which 
strength some friendly spectator has helped me to apply. Less than 900 miles 
of riding sufficed to wear loose the second set of bearings on my front wheel, 
and I learned, at the manufactory, that the " shoulders " of the concave cones 
needed to be filed down in order to have them " take hold " again, in obedi- 
ence to the tightening of the cams. I know, too, from my experience with 
the first set of bearings, that after there has been much filing, the cams them- 
selves will fail to " take hold " unless little braces of iron are inserted be- 
tween them and the cones. I paid a Yonkers blacksmith half a dollar for a 
half-hour's work in making me a rude pair of such braces, in August, 1880, 
when my record was 1,450 miles. I believe my record was 5,580 miles before 
I broke my first cam-bolt, by screwing it up too tightly, though I twisted off 
the head of a second one within less than 400 miles afterwards. Thus the 
pair of extra bolts I had carried so long were utilized at last. 

^ . - — • " T ' 
_*-J-- -^ 

-.^ "H— tnw- rsrt ' r . - 

jra*. tiirr t" 

'. • T" 

.t: :=^- .> -r:..! r- ■-=-- Ias-c-i*- - ■« ' 

- *^ — - 

a_ -::_ - 

«•-._. «. 

-• .* 

w ■»i»^ 


•- «.' 

'ar --iirr: 

A A * • k 



A- - ur 



" improvements " that have come into vogue during recent years, and to in- 
telligently compare the new with the old, — ^in regard to durability as well as 
in regard to personal comfort. I trust, too, that the new Forty-Six may have 
the power of the old one for inspiring my friend, the Small Boy, to enliven its 
pathway with outbursts of vrit and humor. Had I elected to ride a 52-incher, 
I never more could hope to hear myself designated as " the big man on the lit- 
tle bicycle." On the morning of my very last day with ** Number 234 ** — ^when 
I heard the children cry : " Oh, see the little bicycle ! It *s a new one I All 
silver I" — I felt amply repaid for my years of industrious polishing on the 
nickel plate. But the most amusing comment was reserved for the afternoon. 
Within a half-mile of the place where I made my final dismount, the happy 
captor of **■ the first snake of spring '* ceased for an instant to pull the cord 
which was dragging the wriggling reptile along the walk ; and then he shouted 
after me : '* There goes a greenhorn ! " And that was the very last word. 

AoDKNOUM, April 14, 1885. — Pilgrims to the metropolis, wlio may crave the privilege of 
humbly laying their wreaths of laurel and holm-oak upon the venerated head of the sub)ect of 
this chapter, will find " Number 234 " standing in state, in the show-window of the Pope 
Manufacturing Company's dty office and salesroom, at No. la Warren st. This is a few rods 
west of Broadway, opposite the little park which contains the City Hall and the Court House ; 
and the central position of the park may be still further impressed upon the stranger's mind by 
the fact that the stalely Post 0£ke Building forms its southern boundary, while the entrance to 
the great Brooklyn Bridge is upon its eastern side. At the doorway of the salesroom, surmount- 
ing a heap of immortelles (to which are attached the visiting-cards of America's greatest warriors, 
statesmen and poets), the explorer will observe a placard, bearing the following legend : 

"'CoLUMnA, No. 234.' This machine, which was mounted for the first time by Karl 
Kron, on the a^di of May, 1879, has been driven by him a distance of io,o8a miles, as measored 
by Pope cydometer, his final ride having been taken on the 14th of April, 1884. In making 
this record, upwards of 5,000 distinct miles of American roadway have* been trav e r sed, indudtng 
1,100 miles in the British Possessions. Exact descriptions of these roads will be published in 
* Ten Thousand Miles on a Bicycle. ' The record of nules for each of the five years was as fol- 
lows : 1879, first year, 742 miles; 1880, second year, r,474 miles ; 1881, third year, 1,956 miles ; 
1882, fourth jrear, 3,00a miles; 1883, fif^l^ year, 3,534 miles. During the final twelve months, 
ending with the 14th of April, 1884, the record was 3,840 miles. On the nth of October, 1883, 
when the machine had a total record of 8,2a8 miles, h made a day's record of 100 miles straighta- 
way through Canada, and on the day after its 10,000 miles' record was completed, it was ridden 
from Stamford to Cheshire, Conn. (55 miles of hilly and sandy roads), within a period of twelve 
hours. The present tires were applied to the rims in August, 1880, and have traversed 
8,608 miles in as different States and Provinces, without once coming loose while on the road. 
Between the 8th of October and the aad of November, 1883 (embracing 36 days of actual riding, 
during the first 14 of which 635 miles were traversed in Canada, ending at Ogdensbur^, this 
bicycle was driven from Detroit, Mich., to Staunton, Va., making a continuous straightaway 
trail of 1,400 miles, equivalent to one-eighteenth of the entire circumference of the globe. This 
IS by far the longest continuous trail 3ret reported of a bicycle in any part of the worid, and the 
tires which made it had traversed 6,600 miles before banning the journey.*' 

At the very time when the above statement was put in type, however, the tires of anodicr 
Columbia bicycle were tracing upon the surface of this continent another straightaway trail, 
nearly three times as long, connecting the Pacific ocean with the Atlantic. Between April 22 
and August 4, 1884, Thomas Stevens pushed his wheel every rod of the way &om San PranoKO 
to Boston, estimating the length of his route (for he carried no cyclometer) as 3,700 miles. 

MY 234 RIDES ON "NO. 2^4."* 

This magazine for February contained a chronological report of my 
(ravels during " Four Seasons on a FoTty-Six," and the March issue gave a 
minute descripKon of the manner in nhich this "Columbia No, 234" had 
stood the strain thus put upon it in being pushed upwards of 6,000 m. 
through fifteen different States. It remains for the present article lo finish 
the story, by making exhibition of my various rides and riding experiences, so 
classed together according to character as to be most significant and instruct- 
in, and also by offering such facts about my personal physique and habits 
of life as may be deemed helpful to a proper understanding of the record. 
By way of introductory peace^ffering, I may venture to bring out this modest 
little triolet, snatched from under the snows, where it had naturally suffered a 
itiSening of its component parts : — 

Though my rides on " Two-Thirty-Fow " 


%'>>X ^WW ^<*i<c* *w tho h4ndl«-bar, and I kept them outside my hands on such 
^x^l«^W1a^^ \x\r more than three months afterwards, or until August 9, 1880, 
^•tf*H*-«^ \ ?»r*t ACt^ulred the knack of properly placing them on the inside scc- 
tvM^ w^ ^>H» bar« Ju»t four months from the day last named I thought I 
«».VNN»«\^' vsh<sl quite a feat in wheeling without stop from Washington Square 
t^ ^£v<^ ^x^ throuKh Fifth Avenue, the first three miles of which are paved 
m*^v. V^\^>ftA b)ivks« I have never since " rattled over the stones" for any- 
^>«iT^ «*k<^ *^ l^v^c^t a di:jttance as that continuously, though I onoe went from 
t>*^ :Sou«Tew ^V>wn Broadway to Fulton Ferry, making, perhaps, a dozen dis- 
«9WxMr>$N )n tiie xw%> miles, I can thus claim the credit of pedaling through the 
^k.>Vv.-\^ ^n^;)) 01 Mai^hattan Island in the roadway. My first "long stay" in 
^>vr Tsjw>t.4^ w«ji at Oraixge, on May Day, 1880, when, except for one moment- 
^ -- j^Tv:. m<si>^$^ ^ii^amount for an imaginary obstacle, I kept a-going just an 
>v.^^u< An^ ac<\>sm>>^)$hed eight miles. On the 9th of August foUowii^ I did 
Tfcki-^tt^t: id:.'^ <« the Boulevartls in an hour and a half, making one needless 
-isj* .^^ ^ oua~3^ «'<^ an himr before that, when the record was ten miks and a 
^•a:. y ^>t ^T$ Ukt^ in the same region, when the roads were ratihcs' naddr. 
^ -^<>vt; 7«^*«Tr ir/.>e$ without stop in an hour and three^uaitcrs, aad. caacpi 
T "T 2 ^%ui:<r .d7>jfi.>iaBtu caused by the looming up of a wa^ron la 1^ dxr^ 
-«^.-k^^ i*;:^ ^*^asr ^sc atxempied fourteen miles inside of two kooR. Ifr 
^rsuL ~ iwva^t; '^ scjlt'^ ra the saddle, however, was made a WMocii Iwrrr. 
-*a!ir=.-».T Tii. WW*. *3rk>tS2i::^ at the canal bridge in the oanskirt? oc lie -riBKjt 
i-- ^*-*;5cv I WOK jc«c:^wa;nl without stop for 16^0. in twp^mc^ wot a ^a^ 
oiarrrTC rSK »nnt «vkixs« abe all the way, and bei^i: sCi5^>r «gim!t;Ufi£ wnt 
-= .3=r=t. :t»f :air-i Lj^-bosr, Most of the road w <rf tkt jacr iicr.. ipmizfc 
'^Ba^ TSTxer t^ss^ woL. Spr.^ssd ToQawanda, where i rse ^noiye aihnKC rmwrf 
_ .zssaBiHB;. t&si: s^ a j-to]^ boS aiX xetr steefv h:11 m^url 'S' :ni£ nn^ "ratt? ic 
TssT.rmjur n=rw?si Xaicira aad Bssrfxlok I WKt as Klask SLndl witt saSter 
T-nar. -ss o a g 1^ csueifSw rars^S aa a*^> tc» At nsic jmc laasr tt *twc ish. 
ac isca. irruce wiri i:5c5a!tT, aad was? tijsii agmim»f tt t- tie sitts- 
^rr-THK :=n Anm 2BCiet£ a iSsa^cit. Hue 3 ^eaSk ar "Ik TDat Tir s. 
-ma s^xr mYsmi riu b-iqce. joi t^jsa tCTȣ nswrt sbol "nar -sceesr tt 
2=1. ^rzi.r: i-r ti 3if Ijinr^iii PaAinr^ I amrn: lan? ^ss^ ar ^wttBrar 

^Tais n m; r-ssrinr n: Oferansie anu 

=c^ ~ "aa- Bar -«as ^r*- -won:* 7irr*WiL misr 
1.T 'M'.Hii *tns 21 It "Tsrani. if if 

Afy 234 RIDES ON "NO. 234." 53 

d a quaiter, and made a record of 29 m., to which I added 


lithout dismount, from New York to Yookers (13 m.) was 

in an hour and forty minutes. My stop then was caused 
I a few rods at the foot of the hill which begins beyond the 
icends for more than a miie in the direction of Tarrytown, 
have long been notorious for their power in humbling the 
bound riders from the melropalis. On the 7th of Novem- 
ver, I managed for (he first lime to array myself with Che 
I boast of having overcome this chief obstacle on the hilly 
d then I crawled upche longgrades beyond without a ballc, 
ndously tired when 1 got 10 the point where I could coast 
e. I had ridden m m., with several dismounts, when I 
at the hotel in Tarrytown ; but, as the track had proved 
:r knew it to be before, and as the breeze rather favored a 
:cided to attempt the exploit of wheeling back to 59th st. 
mewbat to my surprise I succeeded in so doing, between 
and then, though my ambition was accomplished, and the 
zling down through the darkness, it occurred Co me that I 
e saddle a while longer, and so "beat myrecord," made 

already described. tC was 6.3S p. m., therefore, when I 
at 155th St., where I had started at 9.Z0 A. M,, and the 
: this " longest straight ride of my life " measured 2ij\ m., 
hesaddle thirty-seven minutes longer than on the previous 
;ave the record as 29 m. In the four-column account o£ 
iumph," which I printed in The Wheel of November 1 5, I 
9 for believing that the real distance of this " longest ride " 
ifty-ninlh St., where I turned back on my course, was six 
inished, and my " straightaway " track from Tarrytown was 
1. long. I should be interested in hearing of other wheel- 

a similar distance straight through the country without 

ost of it, so solitary that I do not know whether the long 
have just described would be accounted very creditable 
:quainted with the track gone over ; and no comments on 
n The Wheel have appeared for my enlightenment. But as 
cling experiences, the only thing at all approaching the 
oit that I ever definitely set myself to accomplish, I have 
my success to venture upon a full description of it, espe- 
ntention of ever again riding continuously for four mortal 
ean by this that I suffered any particular inconvenience 
got through an average amount of routine literary work 
he day after that I refreshed myself by 31 m. more of 
simply, that I generally prefer to take to the bicycle " for 

nor — 

-*- ---- ' *^^ ^^^ 

r ^- 

re- "S! 

*^^^ ^fc 

r_ -E" C - 

1- :r 

"?e zr- 

: T 


X T- .~^ r 

■w«^^^ *«^ 

MY 234 RIDES ON ''NO, 234." 53 

for three hours and a quarter, and made a record of 29 m., to which I added 
16 m. more before sundown. 

My first ride, without dismount, from New York to Yonkers (13 m.) was 
made May 10, 1882, in an hour and forty minutes. My stop then was caused 
by the steep pitch of a few rods at the foot of the hill which begins beyond the 
Getty House and ascends for more than a mile in the direction of Tarrytown, 
and those few rods have long been notorious for their power in humbling the 
pride of northward-bound riders from the metropolis. On the 7th of Novem- 
ber following, however, I managed for the first time to array myself with the 
noble band who can boast of having overcome this chief obstacle on the hilly 
Tarrytown track, and then I crawled up the long grades beyond without a balk, 
though I was tremendously tired when I got to the point where I could coast 
down the other side. I had ridden 22 m., with several dismounts, when I 
stopped for dinner at the hotel in Tarrytown ; but, as the track had proved 
smoother than I ever knew it to be before, and as the breeze rather favored a 
returning rider, I decided to attempt the exploit of wheeling back to 59th st. 
without a stop. Somewhat to my surprise I succeeded in so doing, between 
245 and 5.50 P. M., and then, though my ambition was accomplished, and the 
rain-drops were drizzling down through the darkness, it occurred to me that I 
had best stick to the saddle a while longer, and so "beat my record," made 
five days before, as already described. It was 6.38 P. M., therefore, when I 
finally dismounted at 155th St., where I had started at 9.20 a. m., and the 
cyclometer said that this " longest straight ride of my life " measured 29^ m., 
though I had kept the saddle thirty-seven minutes longer than on the previous 
Thursday, when it gave the record as 29 m. In the four-column account of 
this " Tarrytown triumph," which I printed in The Wheel of November 15,! 
offered some reasons for believing that the real distance of this " longest ride " 
was 31 or 32 m. Fifty-ninth St., where I turned back on my course, was six 
miles from where I finished, and my " straightaway " track from Tarrytown was 
therefore 25 or 26 m. long. I should be interested in hearing of other wheel- 
men who have gone a similar distance straight through the country without 
leaving their saddles. 

My riding is, most of it, so solitary that I do not know whether the long 
stay in the saddle I have just described would be accounted very creditable 
by those who are acquainted with the track gone over ; and no comments on 
my detailed report in The Wheel have appeared for my enlightenment. But as 
it is, of all my bicycling experiences, the only thing at all approaching the 
character of an exploit that I ever definitely set myself to accomplish, I have 
felt enough pride in my success to venture upon a full description of it, espe- 
cially as I have no intention of ever again riding continuously for four mortal 
hours. I do not mean by this that I suffered any particular inconvenience 
from the test, for I got through an average amount of routine literary work 
next day, and on the day after that I refreshed myself by 31 m. more of 
wheeling. I mean, simply, that I generally prefer to take to the bicycle " for 


" improvements " tha.t have come into vogue during recent years, and to in- 
telligently compare the new with the old, — in regard to durability as well as 
in regard to personal comfort. I trust, too, that the new Forty-Six may have 
the power of the old one for mspiring my friend, the Small Boy, to enliven its 
pathway with outbursts of wit and humor. Had I elected to ride a 52-tncher, 
I never more could hope to hear myself designated as " the big man on the lit- 
tle bicycle." On the morning of my very last day with " Number 234 " — wheti 
I heard the children cry : " Oh, see the little bicycle 1 It 's a new one t All 
silver I" — I felt amply repaid for my years of industrious polishing on the 
nickel plate. But the most amusing comment was reserved for the afternoon. 
Within a half-mile of the place where I made my final dismount, the happy 
captor of " the flrst snake of spring " ceased for an instant to pull the cord 
which was dragging the wriggling reptile along the walk ; and then he shouted 
after me : " There goes a greenhorn ! " And that was the very last word. 

Addskduh, April L4, iBSs . — Pilgrimt to the mctropolit, who may crave the pririTFcc of 

vest d[ Bnudway, opposile the little park which cantainithe City Hall and the Cautl House; 

the iaa thai Ihe lUtely Post Office Building forau iU Hiiilhem boundary, while the entnnce to 
the great Brooklyn Bridge ia upon its eaalcm aide. AI the doorway of the salesroom, BunnouDLv 
[ng a heap of Lnrnionellea^lo which are attached the visiting-cards of Americans greaiesE warrion, 
statesmen and poets), the explorer will obocrve a placard, bearing the following legend •- 

•" Cot-atHKK, Via. ijf.' This machine, which was mounted for the first time by Kari 
Kroci, on the sglh of Hay, iSt^ has been driTcn by him a disiaace of io,dSi miles, as meamred 
by Pope cydomelcr, his final ride having been taken on Uie r4fh of April, rSS4. In making 
(his record, upwards of SpOOO distinct miles of Ameriian roadway have' been traverved, including 

■n TTiorisand Miles 

on a Bici 

icle.' The record 

(miles for each of the 

fiveyeir^ was as fol- 

s : .8,9, first 

74s miles 

:W,, fifth year. 3,5 

34 miles. During the 

ing with the 

■ llhol 

April, tl 

j,S40 miles. On the r 

lib of October, iBS], 

m Ihe machit 

cord of S.iiS miles, 

h made a day's record 

oi <oo miles snaighu- 

Mhrough Canada, a 

.day after its io,«. 

n Stamford H 


hire. Cor 

,n.(ssn,iles of hilly 

and sandy roads), with 

,ina period of twelve 

irs. The pr 

re applied to the 

A miles In s 

] difle 

rent Sm 

es and Provinces, » 

« while on the road. 

days of actual tiding. 

rsed in Canada, ending 

: at Ogdensbuts). this 

ighleenlh of the entire circumlerenc 

* of Ihe globe. This 

a bicyele h any part , 

)f theworid.andihe 

milea before 


the surface < 
.he Pacific . 

1 put in type, however 

, the dres of H»(her 

xsan with Ihe Atlanti 

c. BelLen A^pril >,' 

ushed his wh 

route (for he 

carried no cyclometer) 

as 3,700 mil"- 


MY 234 RIDES ON " NO. 234."* 

This magazine for February contained a chronological report of my 
travels during "Four Seasons on a Forty-Six," and the March issue gave a 
minute description of the manner in which this "Columbia No. 234" had 
stood the strain thus put upon it in being pushed upwards of 6,000 m. 
through fifteen different States. It remains for the present article to finish 
the story, by making exhibition of my various rides and riding experiences, so 
classed together according to character as to be most significant and instruct- 
ive, and also by offering such facts about my personal physique and habits 
of life as may be deemed helpful to a proper understanding of the record. 
By way of introductory peace-offering, I may venture to bring out this modest 
little triolet, snatched from under the snows, where it had naturally suffered a 
stiffening of its component parts : — 

Thottgh my rides on " Two-Thirty-Four " 

Are by no means monumental, 
Please again hear some more 
Of my rides, just two-thirty-four ; 
Please don't say, "What a bore I 

We care not a continental 
For your rides on ' Two-Thirty-Four,* — 

They're by no means monumental ! " 

When I finished my wheeling for 1882, on the evening of Saturday, De- 
cember 30,— with a record of 46 m., for the day, 2,002 m., for the year, and 
6,175 m., for the four years, — I found that the number of days on which I had 
mounted the wheel was "two hundred and thirty-four," though I never 
noticed the coincidence until I came to need a title .for the present article. 
On 40 of' these days I rode between 30 and 40 m., on 27 I rode between 40 
and 50 m., on 14 I rode between 50 and 60 m., and five times I exceeded the 
latter distance, — my longest day's ride being 73 m. If I exclude the rec- 
ord of my first season (742 m., distributed among 47 days, on only four of 
which did my riding amount to as much as 30 m.), it will be seen that my rec- 
ord during the three years, 1880-82, shows 5,433 m., on 187 days, or an aver- 
age ride of just 29 m. On 92 of these days, or about half of all, I have 
ridden 30 m. or more, as above specified ; on 40 of the remainder I have rid- 
den between 30 and 20m. ; on 36 I have ridden between 20 and torn. ; and on 
the remaining 19 days my record has been less than that, including seven 

iprom Th* Whetlmamt April, 1883, pp. 56^. 



" improvements " that have come into vogue during recent years, and to in- 
telligently compare the new with the old, — ^in regard to durability as well as 
in regard to personal comfort. I trust, too, that the new Forty-Six may have 
the power of the old one for inspiring my friend, the Small Boy, to enliven its 
pathway with outbursts of wit and humor. Had I elected to ride a 52-incher, 
I never more could hope to hear myself designated as " the big man on the lit- 
tle bicycle." On the morning of my very last day with " Number 234 " — ^when 
I heard the children cry : " Oh, see the little bicycle I It *s a new one I All 
silver!" — I felt amply repaid for my years of industrious polishing on the 
nickel plate. But the most amusing comment was reserved for the afternoon. 
Within a half-mile of the place where I made my final dismount, the happy 
captor of " the first snake of spring " ceased for an instant to pull the cord 
which was dragging the wriggling reptile along the walk ; and then he shouted 
after me : " There goes a greenhorn ! " And that was the very last word. 

Addbndum, April 14, 1885. — Pilgrims to the metropolis, who may crave the privilege of 
humbly laying their wreaths of laurel and holm-oak upon the venerated head of the subject of 
this chapter, will find " Number 234 " standing in state, in the show-window of the Pope 
Manufacturing Company's city office and salesroom, at No. 12 Warren st. This is a few rods 
west of Broadway, opposite the little park which contains the City Hall and the Court House ; 
and the central position of the park may be still further impressed upon the stranger's mind by 
the fact that the stately Post Office Building forms its southern boundary, while the entrance to 
the great Brooklyn Bridge is upon its eastern side. At the doorway of the salesroom, surmount- 
ing a heap of immortelles (to which are attached the visiting-cards of America's greatest warriors, 
statesmen and poets), the explorer will observe a placard, bearing the following legend : 

"'Columbia, No. 234.' This machine, which was mounted for the first time by Kari 
Kron, on the 39th of May, 1879, has been driven by him a distance of io,o8a miles, as measured 
by Pope cyclometer, his final ride having been taken on the 14th of April, 1884. In making 
this record, upwards of 5,000 distinct miles of American roadway have* been traversed, including 
i,ico miles in the British Possessions. Exact descriptions of these roads will be published in 
' Ten Thousand Miles on a Bicycle.' The record of miles for each of the five years was as fol- 
lows : 1879, first year, 742 miles; 1880, second year, 1,474 miles ; 1881, third year, 1,956 miles ; 
1882, fourth year, 2,003 miles; 18S3, fifth year, 3,534 miles. During the final twelve months, 
ending with the 14th of April, 1884, the record was 3,840 miles. On the nth of October, 1883, 
when the machine had a total record of 8,228 miles, it made a day's record of xoo miles straighta- 
way through Canada, and on the day after its 10,000 miles' record was completed, it was ridden 
from Stamford to Cheshire, Conn. (55 miles of hilly and sandy roads), within a period of twelve 
hours. The present tires were applied to the rims in August, x88o, and have traversed 
8,608 miles in 33 different States and Provinces, without once coming loose while on the rxnd. 
Between the 8th of October and the 23d of November, 1883 (embracing 36 days of actual riding, 
during the first 14 of which 635 miles were traversed in Canada, ending at Ogdensburg), this 
bicycle was driven from Detroit, Mich., to Staunton, Va., making a continuous straightaway 
trail of 1,400 miles, equivalent to one-eighteenth of the entire circumference of the globe. This 
is by far the longest continuous trail yt\ reported of a bicjrcle in any part of the world, and the 
tires which made it had traversed 6,600 miles before beginning the journey." 

At the very time when the above statement was put in type, however, the tires of another 
Qolimbia bicycle were tracing upon the surface of this continent another straightaway trail, 
three times as long, connecting the Pacific ocean with the Atlantic. Between April aa 
4, 1884, Thomas Stevens pushed his wheel every rod of the way from San Frandsco 
Mlimating the length of his route (for he carried no cyclometer) as 3,700 miles. 


MY 234 RIDES ON "NO. 234."* 

This magazine for February contained a chronological report of my 
travels during "Four Seasons on a Forty-Six," and the March issue gave a 
minute description of the manner in which this "Columbia No. 234" had 
stood the strain thus put upon it in being pushed upwards of 6,000 m. 
through fifteen different States. It remains for the present article to finish 
the story, by making exhibition of my various rides and riding experiences, so 
classed together according to character as to be most significant and instruct- 
ive, and also by offering such facts about my personal physique and habits 
of life as may be deemed helpful to a proper understanding of the record. 
By way of introductory peace-offering, I may venture to bring out this modest 
little triolet, snatched from under the snows, where it had naturally suffered a 
stiffening of its component parts : — 

Though my rides on "Two-Thirty-Four" 

Are by no means monumental. 
Please again hear some more 
Of my rides, just two-thirty-four ; 
Please don't say, "What a bore I 

We care not a continental 
For your rides on ' Two-Thirty-Four,* — 

They're by no means monumental ! " 

When I finished my wheeling for 1882, on the evening of Saturday, De- 
cember 30, — ^with a record of 46 m., for the day, 2,002 m., for the year, and 
6,175 m., for the four years, — I found that the number of days on which I had 
mounted the wheel was "two hundred and thirty-four," though I never 
noticed the coincidence until I came to need a title .for the present article. 
On 40 of" these days I rode between 30 and 40 m., on 27 I rode between 40 
and 50 m., on 14 I rode between 50 and 60 m., and five times I exceeded the 
latter distance, — my longest day's ride being 73 m. If I exclude the rec- 
ord of my first season (742 m., distributed among 47 days, on only four of 
which did my riding amount to as much as 30 m.), it will be seen that my rec^ 
ord during the three years, 1880^2, shows 5,433 m., on 187 days, or an aver- 
age ride of just 29 m. On 92 of these days, or about half of all, I have 
ridden 30 m. or more, as above specified ; on 40 of the remainder I have rid- 
den between 30 and 20 m. ; on 36 I have ridden between 20 and 10 m. ; and on 
the remaining 19 days my record has been less than that, including seven 

iFrom The Whetltnant April, 1883, pp. 56-66. 



days on which it was less than five miles, — the shu. . 
mile and a quarter. 

My first definite attempt at a long ride was m.i 
when the weather chanced to be extremely hot. 
town in six hours, — ending a half-hour after mid 
in four hours and a half, ending at 7.30 o'clock ] .v. 
vard until 9, in order to bring my day's record up 1 
this until the 17th of September following, on the 
7 o'clock, I mounted at a farm-house, 16 ro. west 
hours and a quarter (i5m.)» to Silver Creek, wl 
breakfast; then 12m. more (two hours) to Fred*, 
hours for dinner; at Westfield, 15 m. further, I ' 
o'clock ; then rode another 15 m. in another two ho 
from the start a trifle more than 57 m. in a trifle 
whereof four hours had been given to rests. As mv 
House, in Erie, about 16 m. further on, and as the r-- 
smooth and level, and the moon promised occasio^^ 
walked that additional distance between 8 and 11.30 " 
ord of 73 m., which has remained my "best" ever sip' 
with me rather than against me during the twelve ' 
confident I should have covered the whole distance in 
third of the interval spent in repose ; and I think, im 
conditions, I could ride 100 m. straightaway by day)* 
really exerted myself to do so. Though I had but t 
night, I felt sufficiently fresh next day to ride 45 m. fnr- 
tween 9.30 a. m. and 8 P. M., making 118 m. within 37 . 
since then have I made a better record for two days, 
better. On the previous day I had ridden from Niaga. 
three days I made a straight push of 156 m. through t 
different States. 

The nearest approach since made to this was my i • 
Massachusetts, on the .first three days of June, 188 1« 
133 m. on the last four days of May, and penetrated 
Hampshire and Maine. This was the first case of my m. 
seven successive days, and the record of 287 m. (where(..t 
the final 37 hours) still remains my best for that period, 
week of riding was just a year later, and amounted to 2? 
were run off in Chicago, on the last three days of Mav. 
177 m. in a straight push among the hills of Kentucky, r>r 
of June. My third ride of a week, as described in the \ r 
magazine, was made continuously on the soil of New Yor 
Waverly, beginning September 28, and covering 280 m. t- 
and ended at noon, there were parts of eight calendar . . 
Next to these records must be ranked my six days* ride t. 



with my legs on the handle-bar, and I kept them outside my hands on such 
occasions for more than three months afterwards, or until August 9, 1880, 
when I first acquired the knack of properly placing them on the inside sec- 
tion of the bar. Just four months from the day last named I thought I 
accomplished quite a feat in wheeling without stop from Washington Square 
to 96th St., through Fifth Avenue, the first three miles of which are paved 
with Belgian blocks. I have never since ** rattled over the stones " for any- 
thing like as great a distance as that continuously, though I once went from 
the Square, down Broadway to Fulton Ferry, making, perhaps, a dozen dis- 
mounts in the two miles. I can thus claim the credit of pedaling through the 
whole length of Manhattan Island in the roadway. My first " long stay " in 
the saddle was at Orange, on May Day, i88o, when, except for one moment- 
ary and needless dismount for an imaginary obstacle, I kept a-going just an 
hour, and accomplished eight miles. On the 9th of August following I did 
thirteen miles on the Boulevards in an hour and a half, making one needless 
stop a quarter of an hour before that, when the record was ten miles and a 
half. Five days later, in the same region, when the roads were rather muddy, 
I rode twelve miles without stop in an hour and three-quarters, and, except 
for a sudden dismount, caused by the looming up of a wagon in the dark, 
should have done the attempted fourteen miles inside of two hours. My first 
really notable " stay " in the saddle, however, was made a month later, Sep- 
tember 16, when, " mounting at the canal bridge in the outskirts of the village 
of Niagara, I went southward without stop for i6Jm. in two hours and a half, 
having the wind against me all the way, and being slightly sprinkled with 
rain during the third half -hour. Most of the road is of very hard clay, which 
was rather rough ; and, beyond Tonawanda, where the bridge almost caused 
a dismount, there is a long, but not very steep, hill, which is the only grade of 
importance between Niagara and Buffalo. I met at Black Rock with rather 
rough stone pavements, turned an angle to the right and then to the left, 
crossed the canal bridge with difficulty, and was then tempted to try the side- 
walk, whose curb soon caused a dismount. Had I stuck to the road for a 
few rods after crossing the bridge, and then turned down the first street to 
the left, which led to the Lincoln Parkway, I might have kept on without 
stop for three and a half miles further, to the Buffalo City Hall, twenty miles 
from Niagara." 

My next " long stay " was made two months later, November 22, while 
trying the excellent roads in the region of Orange and Newark. The average 
temperature of that day was 19^, which proved most favorable to riding ; for 
when I made my first dismount, to keep an appointment for lunch with a 
friend, I found I was not at all tired, though I had been in the saddle two 
hours and twenty minutes, and covered just 20 m. I rode 25 m. more the same 
afternoon. I did not better this 20 m. record, or even approach it, for nearly 
two years. Then, on the 2d of November, 1882, over the same superb tracks 
and with atmospheric conditions similarly favorable, I wheeled without sti^ 

My 234 RfDES ON "NO. 234." 53 

£or three hours and a quarter, and nude a record of 29 m., to which I added 
16 m. more before sundown. 

My first ride, without dismount, Erom New York to Yonkers (13 m.) was 
made Ma; 10, iSSz, in an hour and forty minutes. My stop then was caused 
by the steep pitch of a few rods at the foot of the hill which begins beyond the 
Getty House and ascends for more than a mile in the direction of Tarcytown, 
and those few rods have long been notorious for their power in humbling the 
pride of northward-bound riders from the metropolis. On the 7th of Novem- 
ber following, however, I managed for the first time to array myself with the 
noble band who can boast of having overcome this chief obstacle on the hilly 
Tarrytown track.and then I crawled up the long grades beyond without a balk, 
though I was tremendously tired when I got to the point where I could coast 
down the other side. I had ridden 21 m., with several dismounts, when I 
stopped for dinner at the hotel in Tarrytown ; but, as the track had proved 
smoother than I ever knew it to be before, and as the breeze rather favored a 
returning rider, I decided to attempt the exploit of wheeling back to 59th st 
without a stop. Somewhat to my surprise I succeeded in so doing, lietween 
2.4s and 5.50 P. M., and then, though my ambition was accomplished, and the 
rain-drops were drizzling down through the darkness, it occurred to me that I 
liad best stick to the saddle a while longer, and so " beat ray record," made 
five days before, as already described. It was 6.38 f. m., therefore, when I 
finally dismounted at 155th St., where I had started at 9.20 a. m., and the 
cyclometer said that this " longest straight ride of my life " measured agj m., 
though I had kept the saddle thirty-seven minutes longer than on the previous 
Thursday, when it gave the record as 39 m. In the four-column account of 
this " Tarrytown triumph," which I printed in Tht Whttl of November 15, I 
offered some reasons for believing that the real distance of this " longest ride " 
was 31 or 32 m. Fifty-ninth St., where I turned back on my course, was six 
tniles from where I finished, and my " straightaway " track from Tarrytown was 
therefore 25 or z6 m. long, f should be interested in hearing of other wheel- 
men who have gone a similar distance straight through the country without 
leaving their saddles. 



the fun of it," rather than for the sake of " seeing what I can 
one achievement of this sort is quite enough for my ambition, 
much more comfort in frequent dismounts, if for no other \ 
gratify thirst, that I lack all desire for further " triumphs " < 
that the pursuit of them brings into painful prominence befoi 
justice of the celebrated remark of the Governor of North v 
Governor of South Carolina. 

The severest test ever given my physique by bicycling, h 
by that four hours' steady push, on the 7th of last Novembc 
an all-day jaunt on the 7th of September, 1881, — a dat' 
atmospheric annals as " the hottest on record for seven yea 
Atlantic slope. " In many places the thermometer marked . 
for several hours, and, as I rode in the sun, I must have 1 
heat of no® to 125® from 9 a. m. to 3 or 4 p. M. Between ' 
mounted at Sayville, and 7.05 P. M., when I plunged my ' 
the public fountain at Flushing, the cyclometer recorder! 
more miles were added between the ferry and Washington ' 
was the only one of my experience in which the motion t' 
phere had no cooling effect. The air itself, as it struck a-.' 
seemed blazing hot, as if literally it had come from a fur; 
afraid to estimate the amount of water and other liquid^ 
that day. I drank at every possible drinking-place, and I 
on my fiery face as often as the chance was offered me. 
waiting for the homeward train, I refreshed myself \\ 
water, melons, peaches, and other such things, which the 
disbelieves in the wisdom of obeying Nature's demands, < 
indulgences for a* man who is unendurably hot." Perli 
rather worse idiot than the average for venturing to 
such a heated condition ; but it endured the test with (< 
comfort, and without any subsequent ill effects. I shor. 
chosen so hot a day for a spin through Long Island ; b 
home, I wanted to " get there," and, though the heat s' 
didn't realize until I read the next day's papers that it 
on record in seven years," and that I had, therefore, ac* 
dangerous and foolhardy feat in pushing 50 m.- throug' 

I have not had many serious tumbles since th 
breaking act of Thursday, May 29, 1879. The only t 
tionally upset was in November of that year, while t( 
to New York, when a bold, bad boy at Port Chestei 
rear wheel and sent me sprawling into the dirt, witho 
Perhaps it was the unexpectedness of the fall which 
less ; and I have charity enough to believe that the 
rather to make the wheel give me a good jolting th 
Once, on the Boulevard, when a crowd of small > 


going down, — and early on the final day I sprained my ankle by stepping sud- 
denly down on a loose stone. That accident came nearer disabling me than 
any other I have had ; but, after a few hours of increasing pain, the soreness 
at last wore off. On the second day, too, by the loosening of its step, my 
bicycle came nearer being disabled than at any other time ; for it must be re- 
membered that, spite of all the wearing out of its parts, or the accidents which 
have happened to them at various times, old " Number 234 " has never once 
betrayed me by breaking down in regions remote from possible repairs, or 
becoming unridable at such seasons as would render its disablement a serious 
interference with my plans. On the same unlucky day last mentioned, how- 
ever, I let it drop into the water, while trying to convey it and myself along the 
slippery log which spanned the " waste-way " of the canal, thereby thoroughly 
soaking the roll of clothing attached to the handle-bar. 

On May Day, 1882, while coasting down the hill at Bloomfield, in the early 
twilight, at a speed of six or seven miles an hour, a stone the size of a brick 
caused the front wheel to stop and the rear wheel to describe a circuit in the 
air, while I myself gave a great jump ahead and landed on my feet, without 
even a tendency to fall forwards. My theoretical belief, that a man who is 
forced off the saddle involuntarily is likely to suffer the least detriment if he 
has his legs thrown over the handles, was thus happily confirmed. Once 
since then I have been thrown to the ground while coasting, as a result of 
carelessness, in allowing my boot to catch in the spokes. The only involun- 
tary dismounts for which the machine itself has been to blame have been 
caused by the sudden stoppage of the rear wheel, for lack of sufficient oil on 
the cones. The cones of my right pedal stuck once, in June, 1880, when 
my record was 950 m. ; but I was not thrown off, and the accident has not 
been rep>eated. I never yet caused a stoppage, or even an approach to one, 
by too sharp an application of the brake to the front wheel ; and I cannot 
understand why a reasonably careful rider should ever come to grief in that 
way. I have sometimes been run away with in descending steep hills, and 
have felt that my rear wheel was in the air, and have feared that my involun- 
tary experience as a " unicycler " was about to come to a disastrous, if not 
fatal, termination; but as a matter of fact I have never been thrown in any 
such critical times, and almost all my tumbles have happened when I have 
been moving rather slowly over sections of road whose difficulties and dangers 
were qujte apparent to me. I have never had a fall in the night-time, though 
I should say, at a guess, that I may have ridden from 300 to 400 m. in the dark- 
ness, and without a lantern. Another guess which I venture to offer with 
more confidence is, that though during my first 1,000 m. I may have had as many 
as 20 or 25 falls, I have not by any means approached that number in the 
5,000 m. since traversed. The fact is, I can't afford to take the chances of 
further tumbling ; so, in cases of doubt, I almost always stop. 

As regards other perils of the road, I may say that before I had covered 
1 50 m., and before my cyclometer had been three days on its axle, I was 

My Z34 RIDES ON "NO. 234." 57 

attacked, while bending over to read it, by three drunken men, who drove 
dose by me in a carriage, and one of whom gave me a vicious cut with the 
whip, which my straw hat chanced to ward off, but which might easily have 
put out an eye, or caused other lasting disfigurement. Once or twice, too, 
drunken drivers have attempted to run me down from behind, though never 
very persistently, nor with near approximation to success. On a few occa- 
sions, also, drivers have wantonly forced a dismount by refusing to yield an 
inch of the track in approaching, — the most eiasperating inslance which I 
recall being that of the rufliian who directed one of the four-horse coaches of 
a hotel at Lake George, On Staten Island, last September, T got a tumble 
in trying to curve too sharply around a wagon, just ahead, whose driver 
"slowed up " suddenly, though not maliciously. I never yet caused a run- 
away, and my most serious troubles with horses were in the cases of two 
sedate old "plugs," one in Connecticut and one in Western New Vorit, 
which were driven by women, who persisted in " hauling Ihem in," until, in 
the former case, a wheel was cramped off, and in the Ultcr the vehicle was 
made to describe one or two complete backward revolutions, but without 
hurting anything. I never met but two horses that seemed thoroughly fright- 
ened at the bicycle, though it is, perhaps, not unreasonable to assume that 
"Number 234" has encountered as many as half a million of them. Both of 
these were fancy nags, — one in Ohio, the other at Ticonderoga, — whose 
drivers, being possessed wilh a vain pride in their ability to control them, 
ordered me 10 " come on," without dismounting. Had I done so there would 
surely have been two wrecked "trotting sulkies "and two dead or demoral- 
ized horse-jockeys "laid out "on those two occasions. After causing the first 
pair of mules which I faced on the Erie Canal lo wheel about and kick (heir 
driver down a thirty-foot embankment, I took no further chances of that sort 
on the tow-path; and I likewise generally dismounted before the horseback 
riders in Kentucky, whose half-broken steeds seemed only too giad of a 
chance to shy at any moving object whatever. 

Having had two or three india-rubber drinking-cups shaken from my 
pockets, I now content myself with a short piece of india-rubber tubing, 
which costs less, stays by me more faithfully, and furnishes an easier means 
of drinking from the wayside rivulets. The chief advantage in carrying a cup, 
indeed, is to supply the usual lack of such an article in the bed-rooms of 
country hotels. Still another " peril of the road," which my experience may 
give warning of, is the smashing of the glass face of the cyclometer by the 
slipping of a wrench from the hi 
•il-can stolen from a Brooklyn b 
presence of my wheel, and a mc 
Harlem, under similar conditior 
was on the point of selling my it 
exact day specified, he concludet 
ke was only waiting for an advai 


of $50. Nobly contrasted with this seems the conduct of the honest boy who 
sold soda-water at Farmingdale, on Long Island, and who, when I inadvert- 
ently left on his counter a purse containing $15, harnessed his horse to pur- 
sue me and restore the property. 

My response to the stereotyped question of the average spectator, " How 
fast can you go on that thing ? " has always been : " I don't know, because I 
never tried." The only time when I was on a regularly measured course 
was September 14, 1880, when I had a friend hold a watch for me while I 
went twice, without stop, around the half-mile trotting-track at Canandaigua, 
making the first half in 2m. 20s., and the second half in 2m. 1 5s. From this 
I infer that, on a good track, I might, by exerting myself, make a mile inside 
of four minutes ; but I hardly suppose that I ever shall in fact make any 
such exertion, or insure any such brilliant " record." Six days after the date 
last named, I rode from Erie to Dunkirk, 47 m., under very favorable condi- 
tions of wind and weather, in seven hours and a half, including rests of two 
hours. I was stopped by the hill at Westfield, at 2.30 p. m., that day, after 
riding exactly an hour, at the middle of which I had made a minute's stop on 
account of a horse. The record of that hour was eleven miles and an eighth, 
of which six miles belonged to the last half. I think I had no swifter day on 
my record until December 21, 1881, when I rode just 50 m. in the seven 
hours ending at 5 p. m., and when I estimated my actual riding time as hardly 
more than five hours. That track, however, was in the region of Orange, and 
included many repetitions, instead of extending " straight through the coun- 
try." I added ten miles to it before stopping for the night, and the year. I 
believe that the swiftest short spin of my experience, however, was that 
recorded on the last day of my Kentucky tour, seven miles in twenty-six min- 
utes, ending with a famous coast of a mile down an open winding road. 

Almost all of my 340 m. within the limits of that State were either on 
an up-grade or a down-grade ; and I did some hill-climbing that really sur- 
prised me, though none that I think quite as creditable as my November ex- 
ploit at Yonkers. The big hill at Milton Lower Falls, which Boston riders 
know so well, has been ridden up by me both ways. On the 28th of October 
last I rode without stop from the cross-roads beyond Caldwell to the end of 
the smooth pavement of Bloomfield avenue, in Newark, nine miles and a half, 
in just an hour, — ^that being the first occasion on which I had succeeded in 
conquering the big hill at Caldwell, though I had more than once ridden all 
the grades leading to Caldwell, — and I look on that as one of my most credit- 
able mounts. I recall three other occasions on which my prowess as a 
" hillian " greatly surprised me : once, in 1880, in surviving a steep, roughly 
macadamized slope between Newtown ana Hunter's Point; once, in 1881, 
when I pushed up the smooth, black surface of the misnamed Sandy HiU at 
Fort Edward ; and again, on the first day of last October, when I ?*r^Bdp1 
the sharp grade at Mount Morris, and earned my right to a hearty \3/r *^ 
at the Scoville House oft top. I remember, to be sure, that a Fort 


if not temporary disablement, and that a week's tour of say 280 m. would be 
either impossible of accomplishment, or else prove a painful and diflScult task, 
instead of an exhilarating pleasure. I am aware that the mere strain of pull- 
ing off one's boots by pressure against the heels may sometimes slightly cramp 
the calves, even when the legs have been in no way strained or tired by 
previous exertion ; and these same twinges of cramp have also come to me 
on certain rare occasions when pushing my 46-inch wheel towards the sum- 
mits of long and wearisome hills. But, at the close of my longest and m^st 
difficult rides on " Number 234," I never yet had any feeling of cramp 6r 
muscular stiffness, save of the slightest and most transitory description; 
and hence the fact that both of my two short and easy rides on larger wheels 
brought contrary results cannot be accepted by me as devoid of significance, — 
even when I remember that on each occasion I chanced to be " out of prac- 
tice " as a rider. The general inference which I drew from the experience 
was this : that whatever may be said for large wheels in racing or in riding 
short distances on smooth roads, a wheel small enough to prevent the cords 
and muscles of the legs from ever being stretched to their full tension is the 
one best adapted for ordinary rough-riding and long-distance touring. . 

Aside from this direct tendency towards physical discomfort and injury, 
which I think attaches to prolonged use of a wheel so high that its rider is 
forced habitually to " point his toes downward," instead of keeping the en- 
tire sole of his foot flat on a plane parallel to the surface of the ground, there 
are indirect dangers which threaten the tourist who has only a slight grip on 
the pedal. One of these is the danger of falls caused by the feet slipping 
from the pedals,— especially in wet weather, and while climbing hills. Many 
a time when the soles of my boots have been smeared with greasy mud on 
slippery days, I have worked my way up-hill with the pedals of my six-inch 
cranks resting on my insteps ; and, in general, whenever my toe loses hold 
of a pedal, my heel is almost certain to regain the hold. I have ridden many 
miles under conditions which made the pedals so slippery that I doubt if any 
rider who depended upon a " toe-grip " could have kept alongside without a 
tremendous expenditure of energy, and without undergoing continuous tum- 
bles. Then, again, on an all-day ride of 40 or 50 m., through a rough coun- 
try, where frequent dismounts are necessary, it seems to me that the aggre- 
gate increase of effort required in continually climbing into a high saddle 
rather than a low one would be enough to make all the difference between 
relaxation and weariness, — ^between happiness and misery. Still further, the 
ease of mounting which a low step insures is an element of safety in this 
way : it disposes a rider, in cases of doubt about his ability to overcome an 
obstacle, to dismount before it, rather than to plough recklessly ahead and 
take his chances of a tumble. A small machine has the incidental advantage 
of weighing less, and taking up less room, and I have a theory that it is apt 
to be stronger and less liable to injury than a larger one. Mine, certainly, 
has stood the severest strains on its rims without ** buckling " or bulging at 

MY 234 RIDES ON ''NO, 234." 61 

all out of the true. Finally, a small machine seems unusual and distinctive ; 
for, out of the hundreds which took part in the parade at Chicago, " Number 
234 " was the only one that did not exceed forty-six inches in height 1 

I assume myself to be simply " an average man '' as regards physique. I 
have never made any pretense at being an athlete, — much less have I ever 
thought of entering any kind of athletic competition. The only tests of 
endurance connected with my academy life, — 1862-5, — which I now recall as 
having warmed my pride, were these : I once shouldered a regulation army 
musket on a march of six miles with the " home guard " ; I once skated a 
dozen miles straightaway on the snow-crust ; I once walked 25 m. in a day ; and 
I once split a cord of walnut wood and lugged it in my arms up four flights of 
stairs. During the four following years of my college career I took two or 
three 20 m. walks, swam half a mile on two or three occasions, and became the 
most persistent patron of the bone-shaker in my class during the three months' 
prevalence of the velocipedic furor. In October, 1874, with the assistance of 
a classmate, I rowed a lap-streak boat from Springfield down the Connecticut 
River and around the Sound to New Haven, in three days, — the distance be- 
ing estimated at from 125 to 140 m., — ^and the exertion cost me nothing more 
than a temporary soreness and stiffness, though my companion suffered seri- 
ous detriment. On the 23d of June, 1875, as the final act of a tour among the 
White Mountains, I went on foot from the Flume to Littleton, a distance of 15 
or 16 m., whereof I ran the last five or six under a blazing sun, " in order to 
catch the three-o'clock train,'* whose approaching whistle inspired me to put 
in a tremendous spurt on the last half-mile. That was my first and only " long- 
distance race " against a locomotive engine ; but I won. Though born and 
brought up on a farm, where horses were always within my reach, I never 
learned to ride horseback, and never cared particularly about driving. 

I used to consider myself a tolerably expert " dodger " in the game of 
prisoner's base, which had great vogue at the academy ; and I believe I have 
never since engaged in any athletic pastime which could not be practiced 
solitarily. I was a regular patron of the gymnasium, both at the academy and 
at college ; and, during the fourteen years since then, my usual morning cus- 
tom, except on days when more extensive exercise was impending, has been 
to swing the Indian clubs for a quarter-hour after taking a cold-water bath. 
The latter practice has been persisted in by me for some eighteen years as my 
inevitable first act after getting out of bed ; and not even the mornings of my 
four voyages across the stormy ocean were allowed to be exceptions to the 
rule. A bath and change of clothes are also my first demand at the end of a 
day of bicycling. Food is always made a secondary consideration, then, with 
me, no matter how sharp my appetite. Indeed, I can abstain from food for a 
great many hours, whether I am engaged in driving the wheel or driving the 
pen, without suffering any special inconvenience ; and a rule which obliged 
me to ** take my meals at regular hours " would exasperate me to the last 
degree. For many years my simple and savage oustom has been to "eat 


>^hcn I WAS hungr}V* or when food was conveniently accessible, whether once, 
t«k^« thrice, or four times a day, whether at daybreak or at midnight That 
lhi> vvurse should be pursued without prejudice to health is, perhaps, due to 
mv profound faith in the first Latin maxim ever given me to construe: 
/^«»,.c ;>fmJ$mktntHm ist <*pHmum, ** A good appetite " has, indeed, always 
b<^i\ with me, and I have never doubted that it was " the best sauce.** I have 
»<\1^r spoiled it by making trial of tobacco or fire-water, or highly spiced 
\(vxhc9^ I hA\*e not even tasted tea or coffee since I was a boy of fifteen. 
\^thc)\\Ue 1 am omnivorous, and take with a relish, and with sure digestion, 
aU xvHi* 1^* CAtablcs, — flesh, fish, fowl, vegetables, or fruit, — ^which are ever 
4nN x> h<-re i^triHi for human consumption, provided, of course, that they have 
w>vi t<1^tt d^Kiored with pepper or other fiery sauces. 

)V)hA)Vi the foregoing explains why I never feel the need of *' going into 
t)AU\u\^ " l\H A tour, I am alwa^'s " in training." I am always in condition 
t\^ <'uv,N\ A \UyVji ride of forty miles on a bicycle, even though I may not have 
mNH\n;\\i ^t t\xr inw^tKs* I sometimes have occasion to laugh on being told of 
)\s^S<^ x^hiv mUuke me for an invalid, on account of the lack of ruddy color 
^^ u\\ tAsX i tW, m reality, I have been exceptionally lucky in avoiding all 
xV-^svAvK h> st'iious illness since my early childhood. During a period of 
wu\^\* th,^i\ t>»"c«tv war*, ending with the last week of the summer of '82, 1 
«n'\v^ NX a* K\M^h\^<\l l\> my l^ by illness, I never swallowed any medicine, 
A'^) \ uowi A>^W<\1 Aiivicf of any physician. An attack of chills and fever 
y\ V >v>Vs*iu» *Km»Mir*s, \\t my neglect of bicycling during the two months pre- 
N'o^x* thv^^x Uvj\x\l me t\vr the first time to strike the flag to Fate, and enter 
^'■« Nxvx\vuA*, txM A wt^k** d\>*ing with quinine. Nevertheless, within three 
\x>vk» aUc^wauK I MAitf\l lorth on my pleasant autiunn tour of 400m., and 
«vv \N\\»n\xUM \M mv iUws* kept me company. Since then, however, I have 
\^s^ sNsI xSaI tV MxAiu \>f hv^lding the handle-bar for 40 or 50 m. is sufficient to 
In 'w si WW \Nt th^' xr<^Ak^^es* in mv left elbow, caused by dislocating it on the 
sSn *xsv^x \N< m\ t^txt i^.sr.xt in tS^tx though in the three years which elapsed 
K*\sns»\ \SAt V'W^m AWvl the Attack t>f fever the existence of such weakness 

*» V XI ^tv^^HHvt vX w\ KASit* anil beliefs in regard to drinking while on 
;^>.^ vs^^v- V%x N,v>^ ^v^xs-ntsi K» the end, for the sake of emphasis. My prac- 
V'n^ vx h ^^ ^Nst xK>A^K^ v>C the teachings of ""that eminent London writer, 
K-\v* H ^ii \\ A>Ni Ks Vmv\v>*v M. l^^ R R. S^" in his " rules for health in tri- 
s\s. V, ' ,%^ »N i^^'^^Nsi tu>4W i>\v *r,*wiii TV IVkteUman for January. My 
wv .^s, ^v ^^ '^» t<xt ns^a^^ *'>^x tv^ the Si».^iemft warnings of all the other eminent 
vu^x» > ^v^MV4^ lu^^k \ tv* A *iK>*e p^v^vu^ged contemplation of the needs of 
\Sv *^.*'u.^u Ks^ ^u tx lOu^B^v^ ^>» vi^seAse has robbed them of the vision which 
^u^Vvo^ \.V v»'»'XvsA'x;sNAKs^ >AVA$t tv^ cleariv see its needs in a state of 
ljw>v*iw \k\ vvi.u^NV ^ ^'' v^'^»k t>e^*Y* ftequentlr, unstintedly I How else 
s.i * \ uk^u,, N^ Vv ^^vv^t'* AX v\v^nv*.v:y a» 1 vk\ preserve his comfort, or rightly 
kv^o' ^A^ hx wiu.v*v%tx*tv * ^>^'t^>^A^tr always excepted, I eagerly imbibe 


when I was hungry," or when food was ■ 
twice, thrice, or four times a day, whei 
this course should be pursued without 
my profound faith in the first Latii 
Fame! condimerUum est optinatm. " -■ 
been with me, and I have never doubt- 
never spoiled it by making trial of 
dishes. I have not even lasted tea 
Otherwise I am omnivorous, and t^ii 
all sorts of eatables, — fiesh, fish, i 
anywhere offered for human consul 
not been doclored with pepper or ■ 
Perhaps the foregoing explain 
trabing " for a tour. I am alway ^ 

to enjoy a day's ride of forty mil' 
mounted it for months. I some 
people who mistake rae for an i 
in my face ; for, in reality, I \>- 
approach to serious illness sir- 
more than twenty years, endin 
never was confined to my bee! 
and I never asked advice of n 
(the penalty, doubtless, of my i 
vious) then forced me for the ■ 
his hospital for a week's du' 
weeks afterwards, I started u 
no reminder of my illness kv 
noticed that the strain of inn 
remind me of the weakncia 
occasion of my first mouin 
between that event and \i\ 
;e suggesteti l- 

^cer <rf Uie woritt as the 

■"■«=^ ««>ds a. tht liwd ol 

■— »«* s«ct in America, as 

« i"«iiDe streiches tranV 

for siMod-a-half miles, w 

ending where a 

."bout a mile below 

I^fc. whose eastern 

Double that dkUnce 

; jc ^-aik *aii tl"* southern terminus 

^ijjieiitae Battery; and Washine- 

^.a-. *« the 26.500 ,„^^^_^ 

-, j)«piwe Manhattan Island, which 

,^„.«s ia breadth from a fe„ hundred 

^ juies at «<d> St- I*s breadth is but 

^,r mt.4thst.; while for the last 

, taeiefwo of Washington Heights) 

, Am 1 ™le in width. It w^ ^. 

g iron. -Jk sooth point northward and 

«i :.«« foo. or five miles, culminating 


■'' '" simpiv 


of n 

the road has been reserMj 
tice is in direct defiance 
Benjamin Ward Richar-' 
cycling," as reprinted i; 
practice is in flat oppn- 
medicine-men, from A ' 
the human body in its , 
enables the unsophisi 
health. My practice ■ 
can a man, who sweat- 
regulate his temper^! 

and in a bold 
Tbe East River, which 
"I.,LLtaie» Hr from Long Island, on tne east - 
"^ ilirieinKfcrand Spuyten Huyvil Cre k' 
" LiDci ■'' '»n**^*"' "^^'^ ^^ Hudson) sf 
:^e. .0 tte ««h ; while the great «ud.^t 
^, sep^tes it from the State of mJ" 
' jm lie. the bat. beyond which, distant half 
" ^taten tsl^i '""'^ ewtemmost poi„. 
■ - le wes«enw«»' I>o">t of Long Isla„j ^ 
-■• -fr^ >-c VorL Harbor and the Zx^ 
"' ^^«»be™ at the Battery (by th A*""'^ 


not." Thus, loi East soth st. is the first door east of 4th av. ; 201 East 50th 
St. is the first east of 3d av. ; loi West 50th st. is the first door west of 6th 
av. ; 201 West 50th st. is the first west of 7 th av., and so on. The higher the 
number, the further the distance from Fifth Avenue, the nearer the approach 
to the waterside, and, usually, the poorer the character of the house. East of 
First Avenue may be found Avenue A ; and, in the lower part of the system, 
also Avenues B, C, and D ; while Eleventh Avenue is on the extreme west 
side. To accredit a man with residence upon any of these is to announce 
him as far removed from the world of society and fashion. Broadway, the 
longest thoroughfare of the island, extends in a straight line from the Battery 
to Grace Church (loth st.), in a direction nearly parallel to that of the ave- 
nues ; but it then takes a diagonal course to the westward, crossing 5th av, 
at 23d St., 6th av. at 34th st., 7th av. at 44th St., 8th av. at 59th st. (the south- 
west corner of Central Park), 9th av. at 64th st., loth av. at 70th st. ; and at 
io6th St. it enters nth av., whose identity there becomes merged in it 
Broadway above 59th st. is known as the Boulevard, and is laid out with two 
wide road-beds, separated by small parks of grass and trees in the center, 
as far as 125th st. It continues of extraordinary width for two miles above 
that, or until it joins the Kingsbridge road at 170th st., and trees are regu- 
larly ranged along each of its sides. Above Kingsbridge, it is again Broadway. 
Below Central Park (S9th St.), the island is so completely covered with 
buildings that such of its original inequalities of surface as have not been 
graded out of existence are practically hidden or forgotten. A resident 
habitually thinks of the city as flat, though considerable hills and depressions 
may be found on both Broadway and Fifth Avenue, if one cares to look for 
them ; and, on many of the lateral streets, sharp descents are noticed as one 
approaches the waterside. The stone pavement which covers all the streets 
of the city (with insignificant exceptions), for five miles above the Batter}', is 
usually spoken of as "Belgian block"; and much of it really is so, as in 
Fifth and other avenues. Broadway and many other streets, however, are 
paved with stones shaped like bricks, but much larger, laid edgewise, and 
with the long side at right-angles to the main line of traffic. Though I have 
driven my bicycle over these five miles of stone blocks (doing the last half of 
the distance, through Fifth Avenue to the Park, without dismount), I must 
declare that there is little pleasure in such rough riding. In the winter, how- 
ever, I have often seen the cracks between the stones so well filled with 
frozen mud or snow as to supply a smooth surface ; and I hope I may some- 
time find leisure to make an extensive trial of the New York streets while 
in this attractive condition. The city sidewalks are almost all composed of 
broad, smooth flagstones, — ^brick or concrete being rarely used for the pur- 
pose, — but, as their curb is six inches or so above the street leve*, the bicycler 
who resorts to them must dismount at every crossing. In a north-and-south 
direction, therefore, he must make twenty stops to the mile ; but, in an east- 
and-west direction, he may go by stretches nearly a quarter-mile long between 


the Hudson River and Fifth Avenue. East of that thoroughfare his stops 
will be twice as frequent, for Madison av. is interpolated between 5th av.. and 
4th a v., and Lexington av. between 4th av. and 3d av. ; while the distances 
between 3d av., 2d av., and ist av. are less than those between the avenues 
on the west side. 

There is no special municipal regulation against bicycling on the side* 
walks, though each policeman on his own beat, under the 
general orders given him to keep the walks clear of all "obstructions." It 
depends upon circumstances or personal temper whether any individual 
policeman exercises this right of prohibition; but the probability is against 
his doing so unless the number of people on the walk is so great that no 
prudent person would wish to ride a bicycle among thencL Policemen have 
urged me to mount on the crowded sidewalks of Wall Street, and have or« 
dered me to dismount on upper Fifth Avenue wh^n the walks were almost 
vacant. The same officer who may grant the request to ride, if politely put 
to him, for the sake of seeing " how the thing is started," may soon after 
wards, on meeting a man already in the saddle, order him to leave it, for the 
sake of seeing " how the thing is stopped," or because the whim takes him 
to gratify his feeling of authority by humbling the pride of the superior 
creature whom he imagines to look down disdainfully upon himself from the 
serene upper heights of the wheel. The street children are a much greater 
obstacle than the patrolmen, however, to sidewalk touring in the metropolis ; 
for the appearance of a bicycle in most of the densely«>populated quarters 
will generally draw out so tumultuous a swarm of them as to force the lover- 
of-quiet to dismount, in order to rid himself of his escort,— -even if he can 
persuade them to give him a pledge of safety by taking to the roadway, in- 
stead of running noisily alongside him on the walk. The children will usually 
agree to this at the outset, as they are anxious to see the riding ; but the new* 
comers in their ranks will continually infringe upon the rule ; and the task 
of shouting with sufficient vigor to drive them out of reaching distance of the 
rear-wheel, and of simultaneously keeping a sufficiently sharp eye for obstacles 
ahead of the front wheel, is too great a task to be paid for by the pleasures of 
the experience. 

There is a broad sidewalk of hardened earth (having a central line of 
flagstones on the 8th av. side from 59th st. to i loth St., and on the 5th av. side 
from 90th St. to iioth st.) which serves as a border for Central Park, and on 
which a bicycle might be driven for about six miles without more than twice 
that number of dismounts being required by the curbs ; but the walk is under 
control of the same persons who have charge of the walks inside the park 
walls, and they prohibit wheeling upon it. This is no great deprivation, 
however, for the roadway of 5th^ av. is macadamized from the park-entrance 
to Harlem River; while a wheelman along the west side, who might wish to 
avoid the Belgian blocks of 8th av. by resorting to the flagstones, would 
rarely be molested, — so slight a watch is kept of the very few foot-passengers 



along that thoroughfare. The west-side bicycler, furthermore, would usually 
prefer to avoid the desolate 8th av. altogether, and try the Boulevard, before 
described as extending in the same general direction, a little to the west of 
it ; for this is macadamized as far as 1 55th St., and probably soon will be to 
its junction with the Kingsbridge road at 170th st. When I first began rid- 
ing, in 1879, ^^ surface was in rather better condition than now ; and the 
construction of a double-line of -street-car tracks, within the last few months, 
will impair the facility formerly enjoyed by the bicycler for changing from 
one side of the Boulevard to the other, though each side of it will still afford 
him ample space to ride upon. , Four transverse roads, as they are called, 
pass under Central Park from east to west, leaving 5th av. at 65th St., 79th 
St., 85th St. and 97th St., and entering 8th av. at 66th St., 8ist St., 86th st, and 
97th St., respectively. The sidewalks of all the four are smooth, as are also 
the roadways of some of them. The highest passage (97th st.) is the poorest 
of all, and the lowest is chiefly to be recommended, on account of its near* 
ness to 72d St., which is an important macadamized thoroughfare both ieast 
and west of the park. The Belgian blocks of its lower border, 59th st., may 
be ridden more easily in an easterly direction, because there is a descending 
grade from 8th av. to 5th av. At the upper end of the park, macadam covers 
the whole surface of iioth st. from river to river, — its westernmost terminus 
being the Riverside Drive. This is a broad parkway, of excellent macadam- 
ized surface, which extends along the heights overlooking the Hudson, from 
72d St. to 129th St., and which may also be entered at 11 6th st. and elsewhere. 
Its average width is about 500 feet and its area is 178 acres. It has been 
open to the public only two or three years, but some handsome residences 
are already to be found there, and the expectation is that its eastern side will 
in course of time be solidly lined with them. The same hope is held in re- 
gard to the adjacent Boulevard ; and, indeed, the whole region west of Central 
Park is destined soon to be covered with fine houses, though the shanties of 
the squatters have not yet completely disappeared from the rocks. They may 
I still be seen, also, in the corresponding unsettled region east of the park ; 

and though the avenues and streets nearest to it will finally be filled with 
elegant mansions, a majority of the habitations on the lower ground near the 
water will be of a humbler sort than a majority of those west of the park. 
North of this is a region not yet built upon, where market-gardens and hot- 
beds cover unbroken acres of ground which the city map represents as cut up 
by the east-and-west numerical streets. When these are really built, upon 
the lines now laid down, it is likely that many of them may be macadamized, 
as ii6th, 145th, I52d, and 155th sts. already are. A level, macadamized 
stretch, about two miles long, straight from Central Park to Harlem River, 
is supplied by both 6th av. and 7th av., but th^ latter has a good deal of earth 
on its surface, and is much frequented by the drivers of fast horses, so that 
the former is to be recommended to the bicycler, who should turn west at 
145th St. and thence ride a half-mile northward to the end of 7th av., in case 


tho city, ahvAVS refer to Blackweirs Island ; and any mention of a person 
who han " gone on ** or ** got off ** the same, — ^who has been ** sent up to " or 
hu!i *' come down from ^ the same, — implies that he is an imprisoned or a re- 
tcA»c(l criminaK 

The upi^rmost half*mile of Avenue A (known locally as " Pleasant Ave- 
n\)r *'), fr\>m its river terminus at 114th st. to where the water again interrupts 
it nc^r I t^^th st.» otTcrs a smooth surface for wheeling; and 5th av^ almost a 
mile to tho \ve!»tward» may be reached on the macadam at 124th, ti6th, iioth 
Aiui *^l 5»t< There is a strttch v>t rvxujh mjca«iam on iiSth st, from 3d to 
Wh A\*, ; and the macavtAm v>t 1 iwh si. rtachcs t.> nh av^ and will perhaps 
t\()«\Uv \k txt^wvlcvl tv> th5^ K^xrer rvvad ot Mv>niin^9de Park. This is an irreg- 
\il%u» clon)is\lt\l piccv of lanA cvvui^ns;-\^ socae 52 acrcsi. between iijd and 
Uv^h ^t*., aud its Iv^wer rv\id— whvh » a brv>*i mi.^via mixed thoroughfare 
CtvmvfvHii\ji th\v*c twv> strce^^— b«:--\s at its sc<itbeast corner, which is about 
5\v^ ttvt tUMW tV iKHtNwv^ cv>c-i«r vX Central Park. This roaJwas first 
\»|V«\sl tv* tho jHtV.c ia lVce^.Sfr. t^: a:^i :he c.^rresrocviin^ upper road, 
f M\m\vImv< a'o \:i iNc tsn> v>« t^ 3s^5!j^A^ wil" 25 *coce*i br passengers 
x^M t V c*o\ s\U\l ?? \' ^"i* w*** x^r.^SibN Se £a»i!<?i C"^":^ tbe prsscat rear. Thi 
*mruv \\'*t tv vuv»«\ a**.: :V ^^Jtics =>x i:Trr^t f ,?r die brcyder who leaves 
U\MN xj At v.yN a\ . v^ «^v\ t :s t^ cvfr-n:?,:^: wile tae extensive 
xix'^xr* rwn tV tv* ^ >**r. «^"* ^^^lr >. t r>r a >r-'2: -rs^i. I !iiTe sever tried 
U'-tN AX 5v'ow Ux*N '^ » V^ • :Sf oc^^ i. r^^r ^r ■:: 55 riixS? frr two-aai-a- 
KOt m'\^v, x>4 t.* "tN *c'**' -^ at 'AXi sc. r**.:* ^ a sort re * fn^ipiz^-off 
^v*A>\V »n nVx^wv^. a N * «\v''. t>f "at? *.:.=s» *$ F-xt G^rrsre^ and 
\\NsN <'xv^ A *■ N" > v'«i v*i tNt *n!CiJ?,'«^ sr-tcci. ti; i'.c ^ tie xjrer Harlem. 
^^MvV" \< \sN^ A* *t ?'->.* <c. "St :>^ i*~^tri.-7^;rt .x tis; Cr.cjT Rsserroir: 
A x^" w^H *'^ V xV ^ vV^' c v^> "^ -*»* Vi* *■»:— :.r Isv i.t-v iti^ >; iai a :a^^st 
VMV ^v w ss . ,sAs » ^ o* -* srt'n^rr** ct* rr-.-ri r^ ^lss. Har:f >r scan-is 
tS^ \v\\ >*^\N->\^^v A t's* \*. — ^'itxr ,*c TV ^"- V Ts.-^sc '^ii«;i--i2irwTs lani- 
^^i^^Av -.^ "x* ^^"* *V >vfc>c a ,-^ s^ rv t^.M'-^c T.: ' ci — tis rTvr^:£e irw^ rwr 
V'^v< ^vv^'"^ -'»• ^^ *=^ *'* -^"^ '^** ^'V'^ '"*' — -* ^^* "V^- "v^«•ss5r r*i7 s a VrsAi 

\V ,V "^-^yVx^ % \'^ V *:. ,- -,%-' tv-rj -Tx; — -r^ ^urrari. — cm x js t,irc 
nSn-* *^ ;v '"V X ; ^ A V -o:*v'~ n.Ltrs- t^c J?- ^ x sc^jral*'- TTtEssL-^t 
\s v,v ,v A ^ V .s •' V « ^^^ f>* t ^t"? r» a— *,' sr-^ira! -srnrs -icrrjr >zt 
'VNN- vv V s X o »•♦ \^t n- *,a- ^v^vo^ -It '^JxT 'n— .-"ct TTssc ?e rTmSiai 'r- 

*^•v'"^^^^\ -N-* V > K*- '."^•v •* '*v ^-^-^r >r; \ i 5inrt-rxr-t rj urn g 2? 3e>- 
v'\\\ V w >- ....» ^.NM tt».vv « •ii-T V "r*xr ir*" ar; iescsTU -ae uiT it*^ 
VinIv"* V V ^» "^' '••^ v^* V tt.r- ,:: «•■•> ^t -s:*'*** v ^~4'nr:a. 3rni§e •ant jc 5 



being newly macadamized, is preferable to the causeway, even though the re- 
turn journey to the city is to be immediately begun, along the main road from 
King's Bridge. The macadamized surface of this favorite thoroughfare has 
varied greatly in quality during the half-dozen years that I have been ac- 
quainted with it ; but, when in average condition, it may be ridden in either 
direction without dismount. A short hill just beyond the In wood school- 
house is steep enough to stop many northward riders, however; and the 
ascent of Washington Heights, in the other direction, has been long enough 
to stop many others, though its descent has afforded excellent coasting for 
nearly a mile. I use the past tense, because, at the present writing, the rocks 
which form the basis of the road are being blasted away, and its ultimate 
grade will be essentially lower than before. I have never visited what the 
maps designate as the " Public Drive," or " Boulevard," extending from In- 
wood Station (Tubby Hook), along the bluffs of the riverside, to nth av. at 
156th St., three miles below; but its names seem to imply a smooth surface, 
— at least prospectively. It passes the point, about a mile directly west of 
the tower at High Bridge, where stood Fort Washington, an extensive earth- 
work which the British captured in November, 1776, thereby causing the 
evacuation, four days later, of its companion stronghold. Fort Lee, on the 
New Jersey side of the Hudson. The mansion of Madame Jumel, which 
served as Washington's headquarters during that historic autumn, still stands 
on the heights overlooking the Harlem, just east of loth av. and a short dis- 
tance below the water-tower. According to the city map, the swampy low- 
lands of this region, which extend from the river's edge to the foot of the 
heights, are ultimately to have a Boulevard, beginning at 1 50th St., and reach- 
ing around the Fort George bluff to make a junction with the Kingsbridge 
road at a point opposite Tubby, Hook, a distance of three miles. The half 
mile or more of road northward from the hook, to the end of the bluff which 
terminates the island at Spuyten Duyvil Creek, is probably ridable; but 
there is no way of crossing the creek, except on the uncovered ties of the 
railroad bridge. 

My description of the chief cycling routes on Manhattan Island being 
thus completed, I return to the foot of Jerome Park where the Kingsbridge 
road crosses Central av., and say that the road continues a somewhat wind- 
ing southeasterly course for a half-mile, until it crosses the railroad tracks at 
Fordham, after a sharp descent. Just before beginning this descent, it 
makes a junction with another smoothly macadamized road, leading south- 
westerly to its terminus, a mile distant, at Fordham Landing (or Berrian 
Landing), a little railroad station on the Harlem. This cross-road is inter- 
sected at its middle point by Ridge av., before described ; and I recommend 
it as the best route from Fordham to that avenue, while I at the same time 
offer warning against it, as having no outlet at the riverside. " Pelham and 
Fordham Avenue " is the double-name given to the prolongation of the Kings- 
bridge road, beyond the railway crossing ; and, by riding a straight easterly 


pon its southern sidewalk (great good luck may 
It dismount), the tourist reaches the Southern 

he may then spin along for a half-dozen miles 
lus at Harlem Bridge (3d iv. 11 133d St.). The 
ltd is Central av. at Jerome Park, about a mile- 
1 av. 1 but I found that.upper section too sandy 
i it, in '79, and I suppose it is so siill, thoi^h 
ilied to it at last. The surface of this Southern 
iuring the years that I have been familiar with 
s, and, at its worst, it is always ridable ; while. 
the smoothest and swiftest stretches for riding 
le metropolitan district. If one turns west at 
bove Boston av. (whose crossing of the Boule- 
car tracks), he may ride smoothly for about a 
ave wheeled along the railway line a mile or 
and I presume there may be at least one fairly 
or four which lead from Tremont to Central 

route from this last-named thoroughfare may 
^ above Gabe Case's hotel, which is about a 
ridge, and walking up a short hill (165th St.) to 
irk at Walton av. This has a macadamized 
irnward slope the rider may go without stop to 
he railroad track al Mott Haven station and 
of-a-mile above Harlem Bridge. Walton av. 
g the litst easterly road above Central Bridge. 

this route, some fine views may be had. 
■stance from Harlem Bridge to the bridge over 
:h the tourist crosses from Port Chester, the 
: at New Vork, into the State of Connecticut. 
I case he takes the route described in my chap- 

and the average excellence of its surface is 

16th of April. :S84, I traversed it all during 
lite of considerable rain. On that month, also, 

" bad three miles " above the drawbridge at 
same into one of the smoothest and pleasantest 
A quarter-mile below this bridge, Fordham and 
ined. branches off from the Eastern Boulevard 
It line westward, for four miles, until it crosses 
i the latler's macadam ends. If macadam ever 
ce of these other broad roadways, the bicycler 
linuous circuit of more than a doicn miles upon 
1st about at the middle point of the six mac- 
Boulevard, the Westchester turnpike, which is 
I off northeastward; and when the tourist has 


traveled along it for three miles, and crossed the creek of the same name, he 
may turn left into a soft road, whose several branches all lead into the East- 
ern Boulevard, in the direction of Pelham Bridge. I recommend him, how- 
ever, to continue on the hard road to the right, for nearly a mile, until it 
crosses the Boulevard at the hamlet of Schuylerville, from which point he can 
follow its side-paths to .the bridge. Before doing this, he may make a pleasant 
detour to the shore of the Sound, a mile-and-a-half beyond, by keeping straight 
ahead, on the same macadamized track. Near the end of this, I recollect 
taking a very smooth spin of a third-of-a-mile, along a road to the west, which 
had no outlet ; and I think that the road leading east, and terminating at the 
entrance of Fort Schuyler, on Throggs Neck, is most of it fairly ridable, if not 
also macadamized. At all events, the region is an attractive one for the city 
cycler to explore. 

^On the 19th of April, 1883, the centennial anniversary of the day when 
Washington proclaimed to his army at Newburgh that the long fight was 
ended, I made a pilgrimage to the historic battle-field of White Plains, 
situated midway between the waters of the Sound and the Hudson. A mile 
below the bridge by which I entered Port Chester, and near the foot of its 
main street (opposite a little park, containing a music stand), there branches 
westward a broad avenue which is called " Purchase " for the first mile, and 
afterwards " Westchester." Up this I started, at a quarter-past nine, and 
rode most of the grades, on the sidewalk flagstones, to the top of the high 
hill. Macadam, nut yet trodden smooth, covered the downward slope, and I 
walked up the latter half of the ascent which followed. Beyond a big water- 
ing-trough of stone, the road makes a turn to the left ; and at that point I 
climbed up on a lofty rock in the neighboring orchard, and watched the 
waters of the Sound for half an hour, since that was to be my last chance for 
the day. Thence I wheeled, by an average good road, winding among the 
hills, but pretty level, near the Mamaroneck river, to the soldier's statue, in 
White Plains, opposite which a turn must be made to the left, to reach the 
center of the town. I, however, proceeded up the wide thoroughfare called 
Broadway to the old cannon, which marks where the American line was 
drawn up to receive the British, in the battle of 1776. Beyond this is still 
another monument, in the form of an ancient mortar, which marks a second 
historic point in that day's strife. I used the west sidewalk in ascending the 
hill, but returned in the roadway, and when I entered the street opposite the 
bronze soldier (Railroad av.), I met with a most excellent stretch of mac- 
adam, along which I coasted down into the village. Beyond here, after 
crossing the Bronx river, I found good riding, on a somewhat winding track, 
composed of light loam, which would probably be loose and dusty in dry 
weather; and I did no walking till I reached the hill after crossing the tracks 

iThis paragraph is from The Bicycling Worlds May 18, 1883, p. iS. The remainder of the 
article is from The IVhetlf March (13, a/) and May, 1885. 



historic interest. Four miles from the start, where (he direct road leads up a 
steep hill, surmoanted by a church, he should swerve (o (he lighC ; and then 
he may coast through the main street of the village for half-a-mile before 
ascending the gentle grade which will bring him again into Broadway. Even 
on a northward tour, this roundabout course is preferable, though the church 
hill may be ridden up in that direction for quite a distance, and possibly eVen 
to its snminit, by a stronger Hder than myself. Here, at Dobbs Ferry, the 
rendence ot ex-Judge Beach is notable as being the self-same house in which 
Wasbinglon signed the treaty of peace with Great Britain, May 3, 1783. At 
Hastings, two miles below, a pleasant detour of a half-mile may be made 
throi^h the village, by turning to the right at the forlt, though the final up- 
grade is rather steeper than Ihat of the direct route ; while, on the northern 
ioumey, this descent towards the river is apt to be passed by iinnoliccd, so 
sharply docs it curve backward from the main road. A half-mile below this 
point, another fork offers a choice of routes for half-a-mile, — the left having 
the steepest grade, and the right usually the softest surface. This river.road 
through the wootls affords several fine views of the stream, and of the 
l^isades which (ower above its west shore. It majr be more easily ridden 
In (he other direction ; and the only time when I ever got through i( without 
Slop, while touring southward, was on the occasion of my long straightaway 
ride. The northward tourist may recogniie it from the fact that it branches 
off just above the point where the termination of the macadam reminds him 
that he has reached the city-limits of Yonkers. The other road is a trifle 
shotter, but I should consider the rider very lucky who could go through it in 
either direction without a dismount. Perhaps one or both of these half-mile 
stretches will soon be properly paved — thereby closing the only gap in a con- 
tinuous macadamised track between the Vincent House and 59th SI. 

The Getty House, facing the little open square of that name in the center 
of Yonkers, three-and-a-half miles below the northern city-limits, is reached 
bv a descent of more than a mile of varying grades, the lowest one being the 
Keepest. I have never ridden up this but once — which was on the forenoon 
of (he same day when I covered the whole course southward without stop — 
Hid, (hough the sharp pitch is only a few tods long, it is the most difficult one 
to conquer on the entire course. 'The rider who conquers it, and then keeps 
ID the saddle for another mile of up-hill work, will probably feel about as 
thoroughly tired as I did, when he gets to the top. Even in descending this 
Heep slope he should exercise considerable care, for he must then ride about 
iorty rods towards the left, through a street usually crowded with vehicles, to 


greater. I am told that this 25-111. route has been traversed in each direc- 
tion without dismount by several other riders, though the exact statistics of 
their journeys are not known to me ; and nothing more need be said to desig- 
nate this as the longest and finest straightaway course leading out of the city. 
When I first tried it, on the afternoon of November 24, 1879, ^ found a good 
riding surface as far as the pond about a mile northwest of the Vincent 
House ; and then, after walking up the hill past Sleepy Hollow Cemetery, I 
trudged through the sand for nearly two miles, or to a point very near the 
great arch of the aqueduct. Here I was assured that the road continued 
just as soft all the way to Sing Sing, say four miles beyond; and so I 
returned to the hotel for the night. The fact that there is no other good 
public house nearer than Yonkers, a dozen miles below, coupled with the 
fact that it stands so near the end of the smooth roadway, and is just about a 
comfortable half-day's journey above 59th St., explains its exceptional im- 
portance as a cycling landmark. The casual wheelman will always be sure of 
finding an excellent dinner awaiting him there, at one o'clock in the after- 
noon, at a cost of seventy-five cents ; and ample facilities exist for supplying 
special accommodations to larger parties who may arrange for the same in 
advance. Several respectable restaurants and oyster saloons may also be 
found in the village, chiefly along Main St., which makes a right-angle from 
Broadway, where one descends it not far above the Vincent House, and 
which then slopes sharply to the railway station and steamboat dock, on the 
river level, about a half-mile from the hotel. At a similar distance above the 
latter, on the west side of Broadway, stands the monument to mark the spot 
where the British spy, Major Andr4, was captured in 1780; and at the cross- 
roads, a little beyond here, by taking the left, through Beekman av. and 
Cortlandt St., another smooth descent may be made to the railway station. 
By turning to the right at the cross-roads just named, and soon again to the 
right at the next crossing, one may enter the County House road, which 
climbs over the ridge to East Tarry town, a mile distant, on the Sawmill river- 
road. This is more than two miles above Elmsford, where I crossed that 
road on my ride from White Plains ; and the map shows that it follows the 
stream up to its source at Pleasantville, five miles further. I hope to explore 
it some day, and perhaps push on through Chappaqua and Mount Kisco to 
the Croton river, — the road along which, for the last five or six miles, before it 
reaches the Hudson, above Sing Sing, ought to prove fairly level and ridable. 
A third route northward from Tarrytown to Sing Sing is offered by the 
Sleepy Hollow road, which is about midway between the sandy Albany turn- 
pike and the Sawmill valley; but of its character I have as yet no knowledge. 
The southward route from the Vincent House along Broadway, to the 
King's Bridge (14^ m.), is probably as pleasant a one for the wheelman as 
any similar short stretch in America ; and, though he may comfortably cover 
it without leaving the saddle, he will be disposed, on his first visit, at least, 
to stop many times, for the better viewing of its numerous points of scenic or 




historic interest. Four miles from the start, where the direct road leads up a 
steep hill, surmounted by a church, he should swerve to the right ; and then 
he may coast through the main street of the village for half-a-mile before 
ascending the gentle grade which will bring him again into Broadway. Even 
on a northward tour, this roundabout course is preferable, though the church 
hill may be ridden up in that direction for quite a distance, and possibly eVen 
to its summit, by a stronger rider than mjrself. Here, at Dobbs Ferry, the 
residence of ex-Judge Beach is notable as being the self-same house in which 
Washington signed the treaty of peace with Great Britain, May 3, 1783. At 
Hastings, two miles below, a pleasant detour of a half-mile may be made 
through the village, by turning to the right at the fork, though the final up- 
grade is rather steeper than that of the direct route ; while, on the northern 
journey, this descent towards the river is apt to be passed by unnoticed, so 
sharply does it curve backward from the main road. A half-mile below this 
point, another fork offers a choice of routes for half-a-niile, — ^the left having 
the steepest grade, and the right usually the softest surface. This river-road 
through the woods affords several fine views of the stream, and of the 
Palisades which tower above its west shore. It may be more easily ridden 
in the other direction ; and the only time when I ever got through it without 
stop, while touring southward, was on the occasion of my long straightaway 
ride. The northward tourist may recognize it from the fact that it branches 
off just above the point where the termination of the macadam reminds him 
that he has reached the city-limits of Yonkers. The other road is a trifle 
shorter, but I should consider the rider very lucky who could go through it in 
either direction without a dismount. Perhaps one or both of these half-mile 
stretches will soon be properly paved — thereby closing the only gap in a con- 
tinuous macadamized track between the Vincent House and 59th st. 

The Getty House, facing the little open square of that name in the center 
of Yonkers, three-and-a-half miles below the northern city-limits, is reached 
by a descent of more than a mile of varying grades, the lowest one being the 
steepest. I have never ridden up this but once — ^which was on the forenoon 
of the same day when I covered the whole course southward without stop — 
and, though the sharp pitch is only a few rods long, it is the most difficult one 
to conquer on the entire course. * The rider who conquers it, and then keeps 
in the saddle for another mile of up-hill work, will probably feel about as 
thoroughly tired as I did, when he gets to the top. Even in descending this 
steep slope he should exercise considerable care, for he must then ride about 
forty rods towards the left, through a street usually crowded with vehicles, to 
reach the Getty House comer. If he still keeps to the left for another fifty 
rods, through Main St., he will reach Nepperhan av. (which makes a right 
angle to the left, and by which he may turn backward towards the northeast, 
if he wishes to reach the Sawmill river-road) ; and by continuing southward 
for twice that distance he will re-enter Broadway, about two-thirds of a mile be- 
low the Getty House. I myself generally prefer the Broadway route, whether 




going northward or southward, though the distance is a trifle longer, and a hill 
is to be climbed which the Main st. route avoids. About a mile below the 
junction of the two routes, Valentine's Lane branches westward through the 
trees, to make connection with Riverdale av., a quarter-mile distant ; and the 
unpaved grades of this cross-road used nearly always to force a dismount, in 
the -days when Riverdale a v. supplied the only practicable path between 
Yonkers and the King's Bridge. When I had managed to worry through this 
lane, on the occasion of my straightaway ride from Tarrytown, in 1882, I felt 
confident that, barring accidents, I should succeed in reaching 59th st. without 
stop. But the lane need no longer be resorted to, for the macadam of Broad- 
way now stretches unbrokenly to Spuyten Duyvil Creek, — the last unpaved 
section having been covered with it in 1884, — and affords a charming ride of 
more than two miles through a well-wooded valley, where the houses are not 
numerous enough to be obtrusive, and where there is only one ascent long 
enough to be tiresome. 

A very long and tiresome ascent, however, does confront the rider who 
starts northward from the creek" by the old route, which was the only practi- 
cable one until the recent macadamization of Broadway at Mosholu. Turn- 
ing sharply to the left when he leaves the King's Bridge, he will cross 
the railway tracks after about forty rods of rough macadam, and then turn 
to the right, up the long hill of Riverdale av., whose top is a mile and a half 
from the bridge. If he can keep his saddle for the first thirty rods of the 
climb, he need not stop short of the summit (for the upper grades are gen- 
tler), and he may thence continue without dismount for two miles, to Mt. St. 
Vincent, — though some of the intermediate slopes are steep enough to make 
the novice groan. On the descending grade of this hill he should turn to 
the right, into Valentine's Lane, before described, if he wishes to reach the 
macadam of Broadway ; and he may recognize the lane as forming the north- 
ern boundary of the grounds that slope downward from a large public-build- 
ing of red brick, upon the crest of the hill. Here the northward tourist sees 
the Hudson for the first time after leaving 1 55th st., and he also gets his first 
view of Yonkers. Instead of turning into the lane, he may keep straight on 
for a mile and a half, to the center of the city, though the soft spots in the 
road will probably cause more ^han one dismount. The ancient Manor 
House, which serves as the City Hall and which is one of the very few his- 
toric structures of America having a record of more than two centuries, stands 
here at the corner of Dock st., fronting on Warburton av., though this is 
simply a prolongation, for a mile, in a perfectly straight line, of the less- 
straight Riverdale av., which crosses the outlet of the Sawmill river just 
before reaching Dock st. From the end of the ridable sidewalk of Warbur- 
ton av., which terminates abruptly in the northern outskirts of the town, one 
must walk up-hill for a half-mile through the woods to reach Broadway, — 
passing a spring of good drinking-water a few rods from this. I have never 
descended this hill to Warburton av., though I think it would have to be 

iiilittd . bir 13"- r,tM » . 


what nearer the latter, on the eastern slope, stands the house of Cyms W. 
Field, who is popularly ranked with the owners of " Lyndehurat '' and " Grey- 
stone " as having amassed millions by " developing " the elevated railways of 
the city ; but who deserves a higher ranit than they in the world of wheeling, 
by reason of his having caused Ihal mile of smooth macadamized roadway to 
be built from Ashford station to the Hudson. 

Instead of ascending the Riverdale hill to the right, after crossti^ the 
railroad tracks west o£ Kingsbridge, I once explored the region to the left 
(Dec. iS, 1S83), when a thin film of frozen snow covered the road, which 
might prove fairly good in summer. It winds along close to the railway, 
crossing it twice by bridges (near the point of the Wagner train accident, 
whose honors were then fresh in public memory), and ends in a little less 
than a mile, at Spuyten Duyvii station. From here, a venturesome tourist 
might possibly scramble across the ties of the railroad bridge and up the 
heights to the road which leads to Tubby Hook ; but I preferred to turn 
about ind ascend a long hill, by a winding road through the woods, mostly 
ridable, in spite of the snow, until I entered Riverdale av. at a little less 
than a mile above the railroad crossing. The distance from the station to the 
point of entering the avenue was a mile and a half; and the entire circuit 
thus amounted to about three miles and a quarter. A barn-like structure, de- 
voted to the sale of " wood and coal, hay and oats," stands at the point on 
the avenue where the road for Spuyten Duyvii branches oft through the 
woods. Between this point and Mt, St. Vincent there are two smooth roads 
which branch westward to the river and connect with each other at the sta- 
tion and settlement called Riverdale ; and a detour may well be made through 
them, for the sake of the view. The map shows a road extending from this 
station, for about three^iuarters of a mile, parallel to Riverdale av. until it 
joins the same at Mt. St. Vincent; and it probably offers good riding, though 
I have never chanced 10 make exploration there. 

Tarrytown lies on a certain famous twelve-mile stretch of the Hudson 
which is called the Tappan Sea, because it has a breadth of more than two 
miles for nearly all that distance. The voyage by ferry to Nyack, which lies 
directly opposite, on the west shore, is, therefore, a not insignificant one; and 
the smooth road southward alongside that shore to Piermont offers as pleas- 
ant a three-mile spin as wheelman's heart can wish for. Thence he must 
turn inland to Sparkill (li m.), Tappan (ij m.), Cioster (4 m.), Tcnafly (4 m.f 
and Englewood {i\ m.), and be content to do most of his riding— and % 
good deal of walking— on the side-paths of rather sandy and hilly roads. 
It took me four hours to cover the thirteen mjlesi 
when the track was probably in average condition; 
weather made even slow progress a pleasure (if, indi 
to be slow), and I stopped a good while to stare al 
house near the hotel in Tappan, where the luckless 
a century ago, before being executed, on the adjac 


since carried tbe name of Gallows Hill, and which must reach pretty close 
to the State line of New Jersey. A macadamized road connects Englewood 
with Fort Lee (s m.), whence ferry boat may be taken across to 130th st, 
just a short distance from the Boulevard. 1 have tried this route in the 
opposite direction only. Walking up-hill for a half-mile from the dock 
(though most or all of this might be ridden), I mounted at the fork in the 
road, and went without atop for two miles, to a point beyond the great 
Palisades Hotel, since burned, — whence a broad roadway stretches in a 
straight line to Englewood {3\ m.). The last half of this may be coasted, 
but I should think the ascent could hardly be made wilhoul a stop. 

The obstacle which forces the tourist coming down the west side of the 
Hodson to turn inland at Piermont is the Palisades, " which is a name ap- 
plied to a long, perpendicular, apparently columnar wall that extends in an 
unbroken line thither from Fort Lee (20 m.), rising directly from the water's 
edge. This wall is nearly uniform in altitude for the greater part of the dis- 
tance, though it varies from 300 to 500 feet in height ; but it is narrow, being 
in some places not more than three-quarters of a mile wide. Its top is singu- 
larly even, affording a long, narrow table-land, upon which there is a scant 
growth of trees. The air is salubrious and the prospects are superb, — tbe 
opposite low verdant shore, for a long distance to the north, affording a 
charming picture."' From the site of the burned hotel, a dirt road extends 
northward through the woods of this remarkable ridge to Alpine (5 m.) op- 
posite Yonkers, which may be reached by ferry ; and the map shows the path 
prolonged even to Piermont; but I presume that the bicycler who tried it 
would do more walking than riding. The descent to Fort Lee had better not 
be coasted in summer time, on account of the crowds which frequent the hotel 
there. Southward from Fort Lee one may ride along the shore without stop 
for nearly tno miles, when he may turn up the hill at Edgewater ; or he may 
continue along it for another mile to Shady Side, where he has a second 
chance to ascend ; or he may ride still another two miles to Weehawken, and 



sidewalks, he maj thence wofk fas war a> Hobofces Fcnr (3 111.1, unless he 
prefer to take one of the horsecars v^ick wiZ be Tscha hs leacfa soon after 
passing the tower. The ferry marks tSe lezKiiias of ooe of the great railway 
lines (always called ** the D^ I^ and W^* fr:?fB the iastials of its very long 
name), and its boats will take a man errr-jer directiT across to Cluistc^iher St., 
hardly more than half-a-mile from Washington Sqcare, or down to Barclay sL, 
somewhat less than that disranrr from ibe City HalL Taylor's Hotel, in 
Jersey City, a well-known landmark, stands at the entrance to Jersey City 
Ferry, which is the terminos of the PennsyiTaaia railway, and its boats land 
both at Cortlandt sL, immediately opposite ifoar Kocks below Barclay st), 
and at Desbrosses St., which is three^narteis of a mile above, and a half-mile 
below Christopher sL Commnnipaw Fcrty. the terminus of the Jersey 
Central railway, is three-quarters of a mile below Taylor's Hotel, and lands 
all its passengers at Liberty St., the next below Cortlandt st. Three-quarters 
of a mile above Taylor's Hotel, and a half-mile below Hoboken Ferry, is 
Pavonia Ferry, the terminas of the Erie railway, whose boats land both at 
Chambers st. (four blocks above Barclay st.) and at zjd St., two miles above. 
The distances mentioned as separating the ferries on the Jersey side are 
much shorter than those the traveler would in fact be forced to traverse, in 
going from one to the other, for there is no street which directly connects 
them anywhere near the water-front. In getting from Hoboken to Taylor's 
Hotel, for example (May 26, *S2), I wheeled more than two miles, — much of it 
on the sidewalks Jfor flagstone walks are abundant enough in all these squalid 
suburbs), though I found one main road fairly ridable. I once tried a western 
route from the hotel (Nov. i6> 'So), by turning into Grand St., and then, at a 
point 2\ m. from the ferry, taking the plank road for 3 m. alongside the canal 
and across the marshes between the Hackensack and Passaic rivers. This 
brought me to a disagreeable suburb of Newark which I believe is called 
Marion, and I then wheeled on the sidewalks, or else went afoot for nearly 
3 m., until I reached the smooth pavement at the head of Central av. My 
usual route to that point from the New York ferries, however, seems far 
preferable to the one just given, and I thus described it in Tfu Whedntan 
(June, 1883, p. 219) ; " The road leading up Bergen hDI, near the tunnels, may 
be reached by wheeling on the stone sidewalks, — the distance being a mile 
from Hoboken Ferry, and somewhat greater from the lower ferries. From 
the top of the hill to the bridge over the Hackensack [\\ m.), there is side- 
•walk riding, mostly on a down grade, requiring only a few dismounts ; and 
then the wheelman may go without stop across the marshes (3^ m.), on a 
macadamized roadway, though this is sometimes made rather difficult by 
mud and ruts. Another mile or so of sidewalk riding, in a perfectly straight 
line, leads to the bridge over the Passaic, which, for the sake of convenience 
in description, I have previously assumed as 'the apex of the eight-mile 
Newark-and-Orange triangle,* or as the imaginary point of junction of the 
chief avenues belonging to that ' triangle.* ** I might better have placed my 


imaginary point an eighth of a mile west of the riveri however, where Bridge 
St enters Broad St., for the corner building, in the northeast angle between 
them, contains Oraton * Hall, the " Z. & S." headquarters of the New Jersey 
wheelmen ; and as the tourist may there find the latest news as to roads and 
routes, he would do well to reckon distances from it as a chief objective point. 

Returning from that point, by the route just given, to the top of Bergen 
hill (6 m.), he may there turn northward and try the sidewalks for 2 m. in a 
straight line (passing the reservoir on his right, \ m. from the start) ; but the 
road in the course of another mile bends westward down the hill to Home- 
stead station, and then crosses the marshes to Carlstadt (5 m.), — and I know 
nothing of its character. At the specified distance above the reservoir, — or 
at considerably less distance, — one may go eastward } m., by the cross streets, 
until he reaches Palisades av., near the edge of the ridge, whose sidewalks 
are ridable in a bee-line for 2} m., affording the tourist an ejccellent panorama 
of the great city on the opposite shore. The old turnpike from Hoboken to 
Hackensack crosses the head of this avenue, \ m. above the Monastery 
(whose sightly position, on the heights opposite 27th St., makes it a prominent 
landmark for many miles around) ; and the street which is just behind the 
Monastery forms the eastern front of the reservoir, exactly two miles below. 
At the north end of Palisades av., the tourist should turn east for \ m., until 
he reaches the south end of Bull's Head Ferry av., about \ m. below the big 
brick water-tower before described. If he wishes to go to Hoboken, he may 
cither descend northward to the horse-car tracks, and then continue his 
descent southward by the route already given (p. 81), or he may keep right 
along eastward and southward by the old Hackensack pike. Assuming his 
wish to continue northward, however, his first chance to descend to the river 
level will be at J m. above the water-tower (half way between it and Gutten- 
berg), where a rough and winding road, which must be walked in either 
direction, connects the avenue with Weehawken Ferry. This is the terminus 
of the West Shore railway, whose boats go to 42d St., and the rocky excava- 
tions of whose tunnel are noticed by the tourist a little to the north of the 
water-tower. I recommend him, however, to keep right up the hill, through 
Gattenberg, and then {\ m. beyond, where a chance offers of going down to the 
river) to turn westward \ m., and northward } m., to the little bridge over 
the ravine, where he may descend southward to Shady Side (| m.), or con- 
tinue northward to Edgewater and Fort Lee (ferry to 130th St.). The stretch 
of 7 m. from the upper end of Palisades av. to this terminal point, could 
probably be covered, by a good rider, without leaving the saddle. 

The best wheeling in all that region, however, is offered by the Bergen Line 
Boulevard, a broad macadamized roadway, 2\ m. long, lying nearly parallel to 
the Bull's Head Ferry av., and J m. west of it. Blacque's Hotel, and Nun- 
ges8er*s, two well-known road-houses, face each other at the head of the 
Boulevard, and they stand on a line drawn due west from 95th st. Their dis- 
tance from the ravine-bridge on the hill behind Shady Side is just a mile. 


and, though the route has two or three turnings, it is not likely to be mistaken. 
The macadam terminates where the Boulevard crosses the West Shore 
tunnel ; and though the tourist may continue straight along, on the sidewalks, 
to the Hackensack turnpike (} m.), and thence to Palisades av. (J m.), I rec- 
ommend him to turn off at Fulton St., \ m. from the tunnel, and ride across 
to the water tower, \ m. Rumors have reached me of a plan to prolong the 
macadam of the Boulevard to Bergen Point, a dozen mHes below the tunnel ; 
but I do not expect that so magnificent a. scheme will be realized in my life- 
time. The map shows a series of parallel streets extending all the way from 
the Point (which is separated from Port Richmond, on Staten Island, by only 
\ m., of the Kill van KuU's waters) to the cross-roads on Bergen hill, 7 m. 
above, where my own explorations have ended. Much of this neck of land 
between Newark bay and New York bay is less than a mile wide, and all of 
it seems to be hilly, and to exhibit a rather poor class of houses. Wheeling 
there would presumably not be pleasant, but I mean to attempt it, some time, 
in connection with another visit to Staten Island. 

From Blacque's Hotel, at the head of the Boulevard, one may go northwest- 
ward, over a course which is often too rough to be ridable, to Fairview (ijm.), 
a gentle grade, towards the end turning off sharply into a steep descent. At 
the foot of this, he may turn northwestward again, by Hackensack pike, for 
the Club House at Ridgefield (i m.), whence two northwest roads (rather 
sandy, the one nearer the railway being preferable) lead to Englewood (5 m.). 
From there he may return to Fort Lee, along the macadaniized route already 
described (p. 81). Southward from Fairview to the toll-gate at Machpelah 
Cemetery (2 m.), I have found (May 7, '83) the Hackensack road to supply 
pleasant wheeling, with one easy hill ; but as appearances below were less 
favorable, I turned about, for i m., and theh ascended by a macadamized 
cross-road to the Boulevard, \ m. to the east, — passing another parallel road, 
midway between the two. The distance from the cemetery, by the Hacken- 
sack pike, to the head of Palisades av., is about 2 m., and two roads branch 
off from it to Homestead, whence the thoroughfare distinguished by telegraph 
poles stretches across the marshes to the hills at Carlstadt (5 m.), as. before 
described. Other routes connecting Newark with New York (at 130th st. 
ferry : by way of Belleville, Carlstadt and Ridgefield ; by way of Little Falls, 
Paterson, Hackensack and Ridgefield ; and by way of Paterson and Engle- 
wood,) are described in my thirteenth chapter, " Coasting on the Jersey 
Hills " ; and the latter might perhaps be recommended as supplying the best 
connection with Boonton, or even Morristown, — leaving Newark entirely 
aside, in favor of Singac, Fairfield and Pine Brook. 

My descriptions have doubtless made this fact plain : that the proper 
entrance to Manhattan Island for evdry touring wheelman from the south or 
west, who wishes to ride there, or to prolong his journey to the north or east, 
is at 130th St. (ferry from Fort Lee), instead of at the down-town ferries con- 
nected with the termini of the five great railway lines. My recommendation 


to a cycler who may be brought by train to any one of the four below 
Weekawken, is to push westward with his wheel to the top of Bergen hill, or 
else, as a second choice, to try one of the two specified ascents above 
Hoboken, and thence face northward to Fort Lee. The stranger, however, 
may readily utilize the ferries to shorten the northward wheeling distance, 
and at the same time give himself a chance to watch the river traffic. Thus, 
if he leaves the Jersey Central train, down opposite the Battery, its boat will 
land him at Liberty St., one block above which he can take the Pennsylvania 
road's boat back to Taylor's Hotel, and its other boat across again to 
Desbrosses st. Four blocks above this, and \ m. below Christopher St., is 
the starting point of a line of steamboats for Fort Lee ; and as these also 
make a landing near the foot of 23d St., the traveler who comes in by Erie 
train may sail all the way to 130th St., and disembark there after only two 
changes of boats. Those who disembark from the down-town boats of the 
other three railways, at Liberty St., Cortlandt st. or Barclay st., need walk less 
than half a mile to reach the Erie boat at Chambers st.,. which will take them 
back across the river to the other Erie boat for 23d st. ; and, in like manner, 
the D., L. & W. boat up to Hoboken may be taken at Barclay st. by passen- 
gers from the other three railways, who prefer this double passage of the 
river, with a little walking on the New York side, to the task of pushing a 
bicycle two or three miles on the sidewalks and back^streets of Jersey City. 

Along this two miles of river front, from " Pier i " at the Battery to 
" Pier 51 " at Christopher St., the docks are continuous, and serve as points of 
departure for nearly all the ocean steamers, as well as for a great number 
of others which ply to points on the Sound, the rivers and the sea coast. The 
famous " floating palaces " for Albany and Troy at the north, for New Lon- 
don, Stonington, Providence and Fall River at the east, all start within \ m. 
of Desbrosses st. ; and the three last-named lines, which conduct an immense 
passenger traffic with Boston, start within less than \ m. of the City Hall. 
The connection between all these docks and piers and ferry-houses is West 
st, which extends in front of them, its inner side alone being solidly lined 
with buildings ; and South st. performs a similar service for the two miles of 
docks which stretch upwards from the Battery along the east side, the great 
Brooklyn Bridge being suspended over them at about the half-way point. 
Each of these streets is poorly paved and is usually crowded with heavy 
traffic, so that the horse-cars of the east-side and west-side Belt lines make 
slow progress through them, and are often delayed by " blocking." The lines 
take their name from the fact that, starting at the Battery, they keep quite 
near the opposite edges of the island, until they join each other again at 59th 
St., the lower border of Central Park. The east-side Belt runs through Av. 
D to 14th St., through A v. A to 23d st, and through ist av. to 59th St., while 
the west-side Belt runs through loth av., which is a prolongation of West st. 
above 14th st. I believe these lines are the only ones in the city which are 
chartered to transport baggage as well as passengers ; and the bicycler may 



always be sure that, for a fee of 5 or lo cents, he can get his wheel carried, 
on the front platform of a Belt car, to the point on 59th st. where he may at 
once touch the macadamized roads to the northward, either at 8th av., at 5th 
av., or at Av. A. On the other lines, I presume that a quarter-dollar, or per- 
haps a smaller perquisite, would quiet any scruples wKich the commander of 
the car might have about admitting a bicycle to the platform, when no passen- 
gers were crowding it. I recollect that no objection was made when I brought 
my machine down from i i6th st. to 59th st., on an 8th av. car ; though I was 
then able to pack it in smaller compass than usual, on account of having 
broken it in two. On general principles, I should caution a stranger against 
hiring a city expressman to transport his wheel, unless he is content to see it 
put up at sheriff's sale, to pay for " charges." Perhaps even then he would 
have to go to Ludlow Street Jail, until his friends at home could raise the 
cash balance still due to the honest carrier. 

The keepers of the railway baggage-rooms in the -ferry-houses will give 
an official receipt (brass check) for a bicycle left in their charge, but '^ their 
charge " will be a quarter-dollar, when it is redeemed. Such storage-places, 
in addition to their safety, and their convenience to a man who wishes to go 
about the city a little before taking his wheel up to 130th st. by the river 
ferries, or to 59th st. by Belt car, have the special merit of being accessible at 
all hours of the night as well as of the day. A tourist entering the city dur- 
ing business hours (8 a. m. to 6 P. m.), at any of the designated ferries between 
Liberty st. and Chambers St., will always be welcomed to temporary storage 
for his wheel at the office of the Pope Manufacturing Co., 12 Warren St., 
which is next south of Chambers St., and which extends from the river to 
the City Hall Park at Broadway, \ m. At the entrance of its salesroom may 
be seen the old original " Columbia No. 234 " (as explained on p. 48), making 
a mute appeal for '* 1,000 more supporters " for this present true history of its 
strange life and adventures. Second only in importance to my remarkable 
bicycle, there stands hard by another unique object, which has helped it to 
give celebrity to the city : I mean the great structure spanning the East 
River, — "the largest bridge in the world," — whose terminus is just across 
the park. The length of the bridge considerably exceeds a mile (5,989 ft.), 
and its bre^ldth (85 ft.) allows a central promenade (13 ft.) for foot passengers, 
two railroad tracks on which run passenger-cars propelled by a stationary 
engine at the Brooklyn end, and two broad roadways for vehicles, on the 
outer sides. The central span across the water, hung from towers whose tops 
(measuring 120 ft. by 40 ft.) are 278 ft. above its surface, is 1,595 feet long ; 
the span on each side, from the tower to the anchorage, is 930 feet long ; the 
approach from the terminus to the anchorage is 1,562} ft. long on the city 
side and 971 ft. on the Brooklyn side ; the height of the floor, at the towers, 
above high-water mark, is 119J ft. and it increases thence to the center where 
it is 135 ft. above. The Brooklyn terminus is 68 ft. above high tide. The 
grade of the roadway is 3} ft. in 100 ft.; and its material is stone blocks along 


the approaches, and transverse planks in the center. Construction began 
January 2, 1870, and the bridge was opened May 24, 1883. Its cost has ex- 
ceeded $15,000,000.^ 

The only time that I ever honored this celebrated structure by driving 
"No. 234" across it, was on March 25, 1884, when I felt constrained to do 
something extraordinary by way of celebrating my wheel's happy escape from 
beneath the heavy hand of the United States Government, and by way of 
compensating it for the ignominy of a week's enforced association with the 
underlings of the custom-house. As all eastward-bound vehicles cross in the 
south roadway of the bridge, and all westward-bound ones in the north road- 
way, there is no chance for collision, and the path is wide enough to allow 
a bicycler to ride past a team which may be moving too slowly. He himself 
will probably prefer to move rather slowly, however, both in order that he 
may better enjoy the view, and because the surface is not favorable to rapid 
riding, — ^to say nothing of the upward half of the grade. Perhaps the southern 
roadway affords the rider a finer outlook, though the views on both sides the 
bridge are wonderfully attractive, and no visitor to the city should miss the 
enjoyment of them. The pedestrians' promenade in the center, having an 
unobstructed outlook in both directions, may be recommended as the prefer- 
able place for the sight-seer* and caution may be offered against the gratings 
in the stone-paved approaches of the bridge, as liable to entrap the tires of a 
bicycle. The boats of Fulton Ferry start just below the bridge-tower on the 
Brooklyn side, — though they are \ m. below the tower on the New York 
side, — ^and in each city they start from the terminus of a thoroughfare called 
Fulton St. The other terminus of this, in New York, at West St., is within 
two blocks of the ferries at Cortlandt st. and Barclay st. (f m.); but a tourist 
who enters the island at either of those points and wishes to take ferry to 
Brooklyn, is recommended to trundle his wheel down Broadway to Trinity 
Church, and thence through the famous " gold-mine " which it faces, to Wall 
Street Ferry, whose boat will land him at the foot of Montague st. Walking 
to the top of the hill, 30 or 40 rods, he may wheel thence without dismount, 
mostly on asphalt, to the entrance to Prospect Park (2J m.), which is the 
object that all New Yorkers have in view, whenever they go to Brooklyn. 

The distinguishing section of this route is supplied by Schermerhorn St., 
an asphalt stretch of } m., included between Flatbush av., from which it 
Starts diagonally, and Clinton St., which terminates it at right angles ; and this 
terminus is the point towards which wheelmen's routes converge from all the 
lower ferries of Brooklyn. Thus, from the Wall Street Ferry, the rider 
should go \ m. on Montague st. and then turn right for \ m. on Clinton st., to 
reach the point in question. From South Ferry, he should go \ m. on the 
Belgian blocks of Atlantic st., then turn left into Henry st. (which is paral- 
lel to Clinton st, and, like it, stretches straight southward from Fulton st. to 

l*'AppIetons* Dictionary of New York," p. 79. 


Gowanus Bay, i^ in.)» then right, into Joralemon St., then right, into Clinton 
St. From Hamilton Ferry (which is considerably further south, though its 
New York landing is at the Battery, close to South Ferry), he should go 
through Hamilton av. to Union st. and then to Henry St., where his route will 
be the same as before given, — the whole distance being asphalt except a few 
rods of stone at the ferry. From Fulton Ferry he should walk up the hill, 
one block to the right, to Columbia Heights, upon whose broad western side- 
walk he may wheel \ m. without dismount, to Montague st. This same route 
should also be taken by passengers from Catharine Street Ferry, and it may 
be taken by passenger who comes over the Bridge, — though in each case 
there will be need of a preliminary \ m. of sidewalk business. A more 
direct route from the Bridge terminus is to follow the sidewalk of Fulton st. 
for \ m., until Clinton st. is met, branching off diagonally to the right ; or 
else to reach Henry st. by going a few rods along any one of the side streets 
which branch off to the west from Fulton st. 

It will appear from the foregoing that a tourist who lands in New York 
at any of the ferries on West St., and who prefers (instead of visiting Wall 
St., as suggested) to follow that same street down to the Battery (either on 
foot, or in a Belt car), may there begin a long or short sail across to landings 
in Brooklyn, which are almost directly connected with the asphalt pave- 
ments, that reach without break to Schermerhom st. The Battery is 
also the starting point of the ferry boats for Staten Island. Brook- 
lyn, however, by means of the so-called annex boats, which start from Ful- 
ton Ferry, has direct water communication with all the railway termini 
on the Jersey side of the Hudson; and the traveler from the south or west 
is thus enabled to reach Long Island without setting foot in the city at all. 
Assuming him now to be at the head of Schermerhom st., whatever route may 
have brought him there, I remark that its asphalt usually has holes enough 
to demand careful riding, and that the act of getting over the horse-car tracks, 
at several of the cross streets, is sometimes rather troublesome. Belgian 
blocks, of easily ridable surface, will be found on Flatbush av., where one 
leaves Schermerhom St., and also between 7th av. and the Park terminus ; 
but most of its south-side pavement is asphalt, as far as 7th av., down which 
(or down 6th av.) one may continue on asphalt to Lincoln pi., or to Berke- 
ley pi., and then ride up the hill, still on asphalt, by either of those parallel 
streets, to the stone-paved circle, known as the Plaza, which forms the 
entrance to Prospect Park, — i m. from the end of Schermerhom st. The 
most direct route from Fulton Ferry to that point is through Fulton st. and 
Flatbush av. (ij m.); and a stranger who may have any curiosity to see the 
City Hall, or the shops of the chief business thoroughfare, can trundle his 
wheel in that direction and occasionally improve a chance for riding it on the 
sidewalk flags or the Belgian blocks of the roadway. The United States 
Navy Yard may be entered at the City Park, which is less than i m. from the 
City Hall, and which may be reached more directly by going through Sands 


St., at the tenninus of the Bridge. The Naval Hospital is near the other ex- 
tremity of the government grounds, i m. east of the City Park, and with- 
in ^ m. of Bedford av., which is an important thoroughfare (mostly of asphalt 
surface), beginning at Division av. {\ m. from the ferries leading to Grand st. 
and Roosevelt st. in New York), and stretching thence southward, 2\ m., to the 
Eastern Boulevard, at a point |- m. west of the end of its macadam, and i} m. 
east of its beginning, at the stone-paved Plaza before Prospect Park. 

The area of ground contained in this is 550 acres, and purchase was 
made in June, 1866, for $5,000,000. The lake covers 6t acres, and is over- 
looked by the "carriage concourse" (186 feet above the ocean-level, but 
easily accessible by bicycle), whence a fine view may be had. The " drives " 
for carriages extend over a distance of 8 m., there are 3^ m. of bridle-road, 
and 1 1 m. of pedestrian pathways and rambles, lined with fine old trees, and 
amply supplied with drinking fountains, arbors and rustic seats. ^ Nearly all 
the walks afford a good wheeling surface of concrete or else hardened gravel ; 
and the bicycler may well disport himself upon them for two or three hours, 
in a leisurely exploration of all their various turns and windings; for no 
restriction has ever been put upon such use of the walks, since the earliest 
recorded da3rs of Brooklyn bicycling in '79- ^ut, if he wishes to treat the 
central walk of the park as a thoroughfare for reaching the lower entrance, 
he will find the distance thither to be 2 m., divided about midway by " the 
gardens," where he will have to dismount and take his wheel down the 
steps and across the road ; and he is advised to dismount also at the next 
crossing. Entrance is made to '* the gardens " on an up-grade, from under 
an arch ; and a turn up-hill to the right will take one to the " concourse " 
before named, while a turn to the left will lead across the road without the 
necessity of climbing down any steps. Still a fourth route may be taken at 
" the gardens " by going down the steps towards the lake, and following the 
path which skirts it : finally crossing the " west drive " and taking a path 
down to the park entrance, just opposite the end of the more direct path. 

From this southern entrance or exit of the park, there stretches the Bou- 
levard—officially termed the Ocean Parkway, 200 ft. wide and 6 m. long — 
directly down to the ocean beach of Coney Island. After a short westward 
torn from the entrance, it extends due south, though there is one broad angle 
near the end which causes a variation from a perfectly straight line. The 
broad central roadway of the Boulevard is separated from the narrower road- 
ways on each side, by sidewalks shaded with double rows of trees, and it can 
be ridden in either direction without dismount, at almost any time between 
March and December, though the condition of its surface greatly varies 
with the seasons. It is often thronged with pleasure vehicles (especially its 
northern half), and it witnesses a great deal of fast driving and racing, — 
stones, marking \ m., being prominently placed along its west side, for the 

l^AppIetont' Dictionary of New York,'* p. 46, somewhat altered. 



benefit of those who wish to time themselves. The grades are unimportant, 
though they sometimes call a halt when the surface is muddy, or when the 
road-master's roller has been too long absent. At the ocean side, one may 
comfortably wheel, on concrete or plank walks, to Vanderveer's Hotel, on 
the west (open all the year round), or to the more fashionable Brighton and 
Manhattan hotels on the east, which are open only from June to October. 
During that interval, the return may be made to New York or Brooklyn by 
various lines of steamboats and railway cars ; but the man who wheels back 
must simply retrace his outward course, — ^though the map shows a highway 
stretching through Gravesend, New Utrecht, Fort Hamilton and Bay Ridge 
to the west side of Greenwood Cemetery, whose eastern border is quite near 
the southern entrance to Prospect Park. 

Two miles east of its northern entrance, where the macadam of the Bou- 
levard ends, the tourist may turn to the left, and then proceed northeastward, 
by rather rough road to East New York (i m.), where he will strike what is 
called the Jamaica plank road (though its surface is mostly rough and rutty 
macadam, rather than planks) ; whose first toll-gate is met in about i m., and 
the second one in } m. This is just 3 m. from the end of the Boulevard (as 
measured by me July 30, *8o, and April 7, *84), and on the latter date I had 
an excellent spin for about 2\ m., or until I passed under the railway. Ja- 
maica is about 2 m. beyond this ; but I only proceeded half that distance 
before turning off into the Hoffman Boulevard, a sandy and hilly thorough- 
fare, much of it unridable, which extends northward to Newtown, 4J m. 
Macadam stretches thence westward through Winfield, and up a steep hill 
which I was barely able to ride (July 13, 1S80), for almost 2m.; followed by 
i( m. of poor sidewalks, to Queens County Court House, and then i m. of 
smooth flagstones, to Hunter's Point Ferry. This route from Newtown may 
be varied by turning northward from the macadam, \ m. after crossing the 
railroad at Winfield, and going i m. more by a somewhat winding course to 
'* Dickinson's " a well-known cross-roads tavern, and thence i\ m. to Astoria 
Ferry, which is the northernmost connection between Long Island and New 
York. Its opposite landing is at 92d St., just above Blackwell's Island, but 
its boats also make a half-dozen passages daily down to Beekman st., adjoin- 
ing Fulton* Ferry, 6m. below. My earliest printed road-report describes a 
ride from Astoria Ferry (Aug. 29, '79), " northward, along the flags of the 
sidewalk, for about \ m., till the macadam is reached at the top of a hill by 
a church, — on Trafford st., I think. Thence a down-grade leads to the shore 
road, which is excellent for more than a mile, though a short, rough hill re- 
quires a single dismount. The view of the Sound just above Hell Gate is 
before the rider all the while, and is a very pretty one. Afterwards, at the 
street whose terminus is just south of the ferry, beside the bridge over Suns- 
wick Creek, and whose name I think is Broadway, I rode due east on the dirt 
and flag sidewalks for i m. or more. By turning left, I might then have 
reached the direct road for Flushing, which I tried on a return journey some 

tvme later; but I should recommciid the (i.ii.j 
shore Toad, before aeBcrit>«cJ. and Kk-h iu.u J; 
at a point z m. from tli« t^rry. Hi* ti/ii loui. 
md thongh 1 am i*miC»:jt^ wilh I lie l^itr, 
be more AiBagreeable cliAn the 2 >ii. '^ dm, 
inn [be bridge aX tbe £«3-r>', wlii>.li I •j.a*,,. 
ia^^anKS I m, '■'iiul ditoiii'juiii, I; <in j, 
dec 1 m. moce i*rr:±ic*txi cl>r.tKvuuiii tv iix l>.ii . , 
Thtt fell iaiKifc «»*sa»;--%- t.(*j«<Biu , aj ^., 



prominent enough to serve as a landmark is the Williamsburg Savings Bank, 
whose dome can be seen from quite a distance. It may serve to pilot the 
wheelman to the head of Bedford av., \ m. south and west. A fountain marks 
the head of the avenue, whence one may go on the Belgian pavement of 4th 
St. four blocks to Broadway, and thence four blocks to the ferry. 

Prospect Park, in Brooklyn, seems always to have been managed by men 
of intelligence, whose governing motive has been to make it as pleasant a 
resort as possible for all classes of citizens ; instead of a red-tape labyrinth for 
the exhibition of " rules," or a piece of political plunder whose " patronage " 
might help their own personal aggrandizement. Hence, though it is sorne^ 
what illogical in the managers to welcome cyclers to the walks (where wheels 
do not properly belong) and to exclude them from the macadamized roadways 
* (where they by right ought to be, with the other pleasure carriages), their 
mistake is one of judgment, and it causes little practical inconvenience. They 
were quick, at the very outset, to recognize bicycling as an attractive and 
gentlemanly pastime, well-worthy of their approval and encouragement ; and 
their rules concerning it, however unwise they may be in fact, or unjust in 
theory — were based upon that friendly belief, and not upon stupidity, nor 
perversity nor narrow-minded ill-will. The Park Commissioners of New York, 
on the other hand, seem to be a rather ignorant and dull-witted set of people, 
whose quarrels and " dead-locks ** over the great question, " How to make ' a 
fair divvy ' of the patronage } " have been for years one of the minor scandals of 
metropolitan government. The average intellectual caliber of men who let a 
magnificent popular pleasure-ground fall into decay while they, its appointed 
conservators, devote most of their official lives to wrangling over the engage- 
ment of John Smith as gate-tender or the dismissal of John Brown as cart- 
driver, is evidently not large enough for the easy reception of new ideas. 
Hence comes about the absurdly amusing anachronism that the managers of 
the most famous public park of the most enterprising and novelty-welcoming 
nation on the face of the globe have decided to " write themselves down *' in 
history at the very last end in the list of obstructionists, who will have finally 
been forced to submit to the inevitable and grant wheelmen the simple justice 
of " equal park-privileges " with other citizens. The rulers of Central Park 
may putter and palaver with the plain commands of Fate for a while longer, 
but the ultimate execution of those commands is just as inexorable as if they 
were addressed to people endowed with a better capacity for recognizing 
manifest destiny. 

Nearly six years ago, I printed a half-column letter in one of the city 
dailies,^ saying* "The announcement that the Park Commissioners, at their 
yesterday's session, decided ' unanimously ' against the admission of bicycles 
to Central Park, though it may seem to the uninitiated like a final settlement 
of the question, in reality only serves to open it. There are at present prob- 

1 In TAe IVorld, October 37, 1879, fifth page, fourth column. 


ably no more than a dozen or fifteen bicycle riders in the city, and as they are 
unorganized and unacquainted with each other, it is plain that the ' unanimous 
negative ' of the Commissioners was called forth by the petition of only a 
very few individuals. When the number of metropolitan bicyclers increases 
to 100, as it surely will within twelve months, or to 500, as it probably will 
within two years, their right to share the benefit of the public parks can 
hardly be disputed by any one. When, then, the bicycle riders shall outnum> 
ber the horseback riders, though they may not demand the * equal justice ' of 
having a like number of roads built for tkeir exclusive use, they will surely 
have influence enough to gain for their wheels the full freedom of rolling 
along the existing roads. « « * After all, however, it may happen that 
the metropolitan bicyclers of the future will not ride in Central Park. The 
dreadful possibility that I refer to is that the Park of the future may not be a 
fit place for a gentleman to ride in. Certainly, if its paths and other belong- 
ings are allowed to go towards destruction as rapidly in the immediate future 
as they have gone during the brief period since Mr. Frederick Law Olmsted 
was so politely thrown overboard by the revolution of a machine which is 
not a bicycle (I mean the machine called * city politics '), no bicycler will 
have any inducement to visit it, except it be the mournfully sentimental one 
of gazing upon a magnificent ruin." 

Surreptitious spins on the park paths and roads were occasionally 
indulged in, during i879-*8o, mostly " 'neath the light of the midnight moon," 
by youngish riders who cared less for their own personal dignity than for the 
adventurous " fun " of slipping noiselessly past the drowsy guardians of the 
forbidden domain ; but, in the spring of 1881, the clubs of the city united in 
a formal petition that their just right to enjoy its privileges be recognized. 
A favorable report was made, on the ist of June, by that one of the Park 
Commissioners to whom the matter was referred, as a special committee (S. 
H. Wales, resigned April 4, 1885); but the majority " objected," and so put 
upon the wheelmen the necessity of making a test-case. Accordingly, at about 
9 A. M. of Saturday, July 2, — a forenoon made memorable by the assassin- 
shot fired at President Garfield, — ^three of their representatives entered the 
park at 6th av. and i loth St.: H. H. Walker, T>f the Manhattan (aged 33), 
riding a bicycle, and S. C. Foster and W. M. Wright, of the Mercury (aged 
28 and 26 respectively), riding a tricycle. Their arrest quickly followed, as 
by arrangement with the captain of police, and, after the few hours' detention 
needed for the formalities of refusing to pay a $5 fine and of securing a 
release on parole, the long-talked-of suit against the Park Commissioners 
was fairly under way. More than a year later, Judge Lawrence, in Supreme 
Court, Chambers, decided it by saying that he would not interfere with the 
judgment of the Commissioners, though he made no pretense of defending that 
judgment; and in March, 1883, the Supreme Court, in full bench, sustained 
this technical decision, " not to grant the petition for a writ of habtiis corpus**^ 

I An abstract of this was given in Tkt tf^Aeel, July 19, i88a, p. 172; an abstract of the 



Public opinion, as represented by the press, arrayed itself with constantly 
increasing emphasis on the side of the cyclers, during these two years of 
" lawing," however ; and " politics " had meanwhile substituted one or two 
men of modern ideas for the *' objectors " of the old-red-sandstone period, in 
the composition of the Board ; so that, when the League voted to have its 
fourth annual parade in New York, permission was graciously granted the 
paraders to wheel through the park. The appearance of 700 of them there 
(May 28, 1883) served still further to fix popular approval, and Commis- 
sioner Viele, in responding to a toast at the evening's banquet " said that it 
was the first day in many months in which there had been no accidents in the 
park from runaway horses, and showed by the whole tenor of his speech that 
he was in favor of allowing wheelmen all the privileges accorded to horse- 
men." The following week, June 8, the Park Commissioners voted the use 
of the " west drive " of the park (59th st. at 8th av. to iioth st. at 7th av.), 
between midnight and 9 a. m., to such members of the League as the Pres- 
ident thereof might recommend them to issue passes to, — he consenting to be 
held responsible for the conduct of these favored ones while in the park. The 
privilege was soon extended so as to include the Riverside Drive ." except 
between 3 and 7 p. m." ; and the exception, so far as I am aware, was never 
enforced. In fact, after the first few weeks of the experiment, no proper-ap- 
pearing bicycler was ever asked to show his " certificate," at any hour, on the 
Riverside Drive, — ^and very rarely was he asked for it when entering the park 
itself before 9 a. m. Last autumn, however, the anger of the authorities was 
aroused somewhat by the sight of numerous " beginners," ununiformed and 
unskilful, wobbling and tumbling about the lower part of the Drive ; and, as 
a remedy, the orders now in force were issued, December 4, 1884. 

These rules ignore the League in favor of the clubs, and substitute for 
the written permit (which the gate-keepers were too lazy to demand a sight 
of) a metal badge (" to be inscribed with the owner's name and worn upon 
the left breast ") of such monster size as to challenge general notice. To 
wearers of these badges, the Riverside Drive and the west drive of the park 
from 59th St. to 72d st., are open at all hours ; and the west drive from 72d 
st to iioth St. is also open from midnight until 9 a. m.; except that tricycles 
are not admitted to the park at all. " Lighted lamps must be carried at 
night ;" and this is also one of the rules of Prospect Park. The rule that 
•* badges will be issued only to competent riders, members of regularly organ- 
ized and uniformed clubs, whose captains will be held responsible for the 
conduct of their members," was modified in January so as to include those 
of the unattached who are willing to prove their competency by a display of 

lawyers' speeches, April la, 1882, p. X17; the report of CommissioQer Wales, with suggested 
rules for bicycling in the park, Feb. i, 1882, p. 76 ; Comments of " J. W." upon these rules and 
apon a volume containing 940 pp. of " testimony in the case," Feb. 15, 1882, p. 84. The expenses 
•f litigation were borne by the Pope Mfg. Co., of Boston, and amounted to nearly 58,ooo, as is 
explained, with other details of the case, in their little book, " What and Why," pp. 48-50. 



wheelmanship satisfactory to a representative of the Commissioners, " who 
will conduct an examination of candidates, in front of the Arsenal, every 
Friday moming." 

In process of time, of course, all this tiresome official tomfoolery will be 
thrown overboard in New York, just as all similarly silly devices (for inter- 
fering with the right of cyclers) have already been thrown overboard by every 
other civilized city in the world. No vehicle invented by man ever stood in 
so little need of " regulation " (to prevent interference with the rights and 
pleasures of others) as does the modem bicycle or tricycle ; and the only 
"rule ** about it that needs enforcing in a public park is the same rule that 
most be enforced there concerning every other pleasure<arriage : namely, its 
expulsion from the roads whenever the incompetence or recklessness of its 
drirer renders it a public nuisance. The incompetence or recklessness of our 
Park Commissioners has insured to New Yo^k the bad eminence of standing 
hit OQ tbe list of cities whose road-rulers have shown the mental and moral 
iSrecgth requisite for grasping this simple truth. The length of the interval 
br which the metropolis of America is destined to lag behind the other great 
nprals of the world, in respect to doing justice to cyclers, may be shortened 
c ±ree ways: (i) by increasing the pressure of public opinion upon the exist- 
=£ Coamiissioacrs ; (2) by tT3ring to insure the accession of men of modem 

to wacanoes in the Board ; (3) by carrying the test-case to the Court of 
in order that final judgment may there be pronounced on its merits, 
tbe ultimate authority of the Commissioners, after a presentation of 
by the ablest of lawyers.' 

791,** on the east side of Fifth Avenue, just opposite the 59th 

c t ' ^M * to Centra] Park, was the wheelmen's headquarters in the early 

of S40 acres (exdosiye of the 15 acres of Manhattan Square and 
Psurk, which are separated frmn it bjr 8th av.; ; and the wcn-k of 
of rock and swamp was begun in 1857, — the credit for the landscape 
to Frederick Law Olmsted and Calvert Vaux. Its length exceeds 2} m. 
79 ft. move than \ m. The length of its macadamized carriage- 
width of 54 ft and a maximam width of 60 ft., is about 9 m. ; 
bridle-patlis, having an averse width of i6| ft., is about 5I m.; and the 
or io o cp a lh s, having an average breadth of 13 fL and a maximum breadth of 
y*if WL. The wooded gnmnd coven about 400 acres, on which have been set out, 
of the park, nMve than 500,000 trees, shrubs and vines. The Croton Reser- 
tcroas its entire width, maj be considered as separating it into two 
the northern line of the f c acrv o ir comprising about \ the area of the 
^tes, on 8th av., are at 59th. 72d, 79th, 85th, 96th, looth and iioth 
pocs, on 5th av., are at the same streets, except that 90th takes the 
the pboe of lOoth. The rea er v o iis have an area of 143 acres, and 
43 acres additioaaL A description has already been given of the 
68) wfnch allow the east-and-west traffic to go on beneath the level of 
of the future may be added* for the sake of completeness, con- 
vtodi have been projected annexed district, north of 

VjBi drtlandt Park, jost line, within less than a 

■«o69 acres; (2) Bronx farms, and William's 


years of metropolitan cycling. A shabby wooden slructnre there supplied 
shelter for the clubs, whose respective "rooms" wepe inclose connection 
with the office, salesroom and repair-shop of a bicycle agency, — afterwards 
removed to 59th sL The establishment of G. R, Bidwell & Co., on 60th st 
(No. 4), now offers to cyclers in that part of the city all needed facilities for 
repairs or storage. Bicycles and tricycles may there be hired (at 500. or 75c, 
for an hour — %z or (3 for a day of twelve hours) for use upon the road ; and 
learners may secure the aid of " a competent instructor of six years' experi- 
ence," in the spacious riding-school on the second floor, which extends across 
the front of Nos. 2 and 4. Below it (No. i) are the rooms of the Iiion Bicy- 
cle Club, for two years occupied by the Citiiens Bicycle Club, whose perma. 
nent home is on 5gth st. (No. 313, north side, a few doors west of Sth av.) 
Tlu Wheel of April 18, 1884, presented a picture and full description of " this 
first house ever built to be specially and entirely devoted to the use of a bicy- 
cle club," and praised the success of the architect, a club-member, who de- 
signed it. The corner-stone was laid December 27, iSS^. and the dedicatory 
reception was given December 3, 1884. The material of the house is brick 
and terra-cotta, and it covers a lot measuring 100 by zo^ ft. In order to have 
legal possession of this important piece of property, the club was incor- 
porated under the laws of the Slate, August 30, 18S3 (though its organization 
dates from June i, iSSi) ; and its printed list of active members in August, 
1884, exhibited 76 names. The rooms of the New York Bicycle Club (organ- 
ized December iS. 1879, and having 41 active members and 7 honorary ones, 
in February, 1885), are in the building at the comer of 57th St. and Broadway 
They have served satisfactorily as headquarters for the past two years ; and 
as the club-janilor is housed in the top story, entrance can be had at any 
hour. The members of this oldest city club are banded together, as a matter 
of business convenience, for riding and touring purposes,— distinctively if not 
exclusively, — and, while not lacking in esprit for the organization as such, 
they do not depend at alt for their other social pleasures upon meetings at 
the club-house. A similar characterization may be applied to the Brooklyn 

Bridge, divided by Ihn river, 6jj aci» ; (j) Cnxona Park, below N, jd ind Boston avi. , ijj 
acns ; (4) Mair'i Park, \a Morriunia, about ij arrei : (^ Claremonl Park, aboui | m. cut 
o( High Bridge, jS acr« ; (6) Pclham Bay Park, on Long Islaod Sound, about 1,700 acra. 

■nd ll is 10 be connecIRl with Broni Park and Van Cortland! Paik by a macadamized boule- 
vard.—" Appleloni' Dictionary of New York," m>- So, =48, umewhat altered. 

Al the proent writing (April 14, iSSj) the New Pirki Bill, proposed by Mayor Grace, as a 
■ubetilule for cbe act of 1&34, whose piovisjooa ate presented above, is pending beiore the New 
Yoik Legiilatuce. Tliia tnll reduces the local area oi the six parks from 1,945 acres to 1,40a 
icRS,— cutriog off Pelham Bay Park entirely, and lubitituling for it Edgewater Park (]] acns), 
now known ae Spoflord's Point and bounded by Edgewater road, Hunter '3 Point rmd, Farragut 
It. and the shore d( tlie Sound. Tbe bill reduco Van dlonlandt Park Id about 7J0 acm, Brooi 
Park 10 about ]oo acres, andCrotona Park to 90 acres; and il limits to fi,o(jo,<>» the amount to 
be raised by tai at ihe oulsel, whereas the act of 1S81 requires the issue of f],oao,ooo in bond*. 



Bicycle Club (organized June 21, i$79), whose rooms are at 366 Livingston 
St., corner of Flatbush av., one block north of the asphalt of Schermerhorn st. 
The new headquarters of the Long Island Wheelmen (50 members) are i m. 
beyond this, on the corner of Flatbush av* and 9th a v., just at the entrance of 
Prospect Park. The rooms of the Heights Wheelmen (at 159 Montague st., 
north side, about half-way between Henry and Clinton sts., \ m. from the 
ferry), are very generally frequented by the members, as a sort of social 
resort, in much the same way that the Ixion rooms are used, in New York ; 
and the Brooklyn Heights Bicyclers,, a boys* club, store their wheels near by, 
at 188 Columbia Heights. In the Eastern District, the rooms of the Bedford 
Cycling Club (organized October 5, 1884, and having about 25 members) are 
at 775 Bedford av. ; while at 1 59 Clymer st., just off from the asphalt of Bed- 
ford av. stands the club-house of the Kings County Wheelmen, a two- 
story structure of brick, newly refitted for its present tenants. Organized 
March 17, 188 1, and legally incorporated May 7, 1884, this club has always 
been a very active one in regard to the management of racing and social 
" events " ; and, in respect to the number and enterprising good-fellowship of 
its members, it ranks as a sort of east-side counterpart of the Citizens Bicycle 
Club, of New York. Its house is within J m. of the ferry, and is quite near 
the rooms long occupied by the club at 138 Division av. 

At each and all of these club-quarters, the visiting wheelman is likely to 
find at least a few members waiting to welcome him, on almost any evening ; 
and, on Saturday afternoons and Sunday mornings, he will be likely to find 
several of them ready to accompany him over their favorite roads. If he 
reach the cluI>rooms during business hours, when no members are in attend- 
ance, he will usually find a janitor in charge, to whose keeping he may safely 
entrust his wheel. A storage room for bicycles may also be found in the 
basement of " the magnificent temple of the New York Athletic Club," on 
the southwest corner of 6th av. and 55th St., though I allude to it chiefly for 
the sake of calling the stranger's attention to the existence of this " finest 
athletic club-house in the world," which cost $300,000, and was taken posses- 
sion of by its members in February, 1885. As regards the rapidity with which 
the visitor may make combination of the various ferry-routes which I have 
described (pp. 85, 88, 91) as a means of getting around the city, and as regards 
the expensiveness of the process, I may say that the ferries near the foot of 
the island make very frequent passages, and charge a toll of one, two or 
three cents ; which is increased to ten cents in the case of the Battery boats 
to Staten Island, the " annex " boats connecting Jersey City with the Brook- 
hn end of the Bridge, and the East River boats connecting the New York 
end of the Bridge with Astoria and Long Island City (Hunter's Point, oppo- 
site 34th St.). A tax equal to the toll is exacted against the bicycle on most 
of these routes (Staten Island, I think, is one of the exceptions) ; whereas the 
boats at 130th st. (loc.), 42d st. (5c.) and between Canal st. and Fort Lee 
(15c.) make no charge for the machine, if my own experience represents their 

^ - ■- -* •> 

. . -o-- (J-V A BICYCLE. 

.—.1 uiiwalil; for podiet tac. It thoni Ihe tuds 

, . _ uinl. aiid also'coniaini a >p«ia] map of EItdi^' 

. ..., uouuwl, ior the wall (fj), [i wouJd be an addi- 

-<_.i, ikiii. ttf ihe island art published ii (1,50 WW 

> . - — .i_,f, ui Brooklyn (j? by 30 in. and ji by 14 in.| ji 

. , —i .1 J>i mne (j9 by 31 in.), the region below ^blh b., 

>, . viui uiy map lor banging in a club-room 11 Ihai which 

. i. ■ .'•>: Oiy Halt.onascale of i-i m. to Ihe inch(&|by6|iD.. 

- ,-.. V, ,..> by i« \b.), scale 1-1 m. to Ihe inch, (or 50c. Of New 
~, . .^A ^ M >u.. 3* by 19 b., (1 by jS in. aod 74 by 70 in.), cosing 
,.^ .110.— tb* Uller being French'i topographical map, mounled. 

^ . . ,.<..i.iiK'> kX New York, and a good pan of WeMch^Uer county on 
,.,. .-■uleoijm.toiheincb will dogblless make it acceptable. 

„ u^. ^m.:, luMI Ihe City Hall Park- Facing thil, is the n'ewly-openod 
II .11 V. li. Spahling & Brui., 141 Broadway ; vhile the sinular eitensin 
.■; •.iii.l.'i, at Ihe old-lime quarters, 126-130 Nassau si., is only a fewsicpj 
i ."> .Km. »i>-Si William St., is about i-( m. beyond 1 and the route 

■ 1. il.iviiliMl llstiofall the trades and professions. Tniw's " Cily Direc- 
•.. iKviimtilHii ind iddreues of the entire fined population of New YotV, 
ol ihrwjvfarerwereiy drug-store; and. by application at the office of 
t .viLiuli Mackey'a "A. B. C Guide," or Bulltoger's " Counting House 
.>.'V!v Jiul cunlahring the dme-tahles ai Ihe railway and steamboat lines, 

h^"^'■l^•r. which the explorer ot Ihe metropolis should inevilibly buy, and 

i.'nt rrtftroce. I mean "Appletons' Dictionary ot New York," com- 

!.>. i" i^7'J. nnd having new editions in each year since then, •'revised ro 
.1 1..UI.UI11 J4« pages, compactly printed in double columns of brevier. 
-,, » h.tH-*nJneh thick, weighs seven ounces, aod is mailed, postpaid, on 
imt<l>ihrn. I). Applelon & Co. , of Bond st. One of its maps, on > scale 
, .lu'iM all Ihe roads of the city to Ihe Yonken boundary (including thooe 
lh.> »'ol"<'tlhehor>e.caiB, Ihe elevated railways and the ferries 1 another 
111 '.A the island and a pan of Brooklyn, on a larger scale ; and a third 
. 1^1 ihB rmiiin round about, on a scale of 4 m. to the inch. Time-ubles 


lumti tour, on the last Friday evening of 
the fountain in Washington Square, (he 
ny head during the journey was "unani- 
iC not again until the early dawn of the 
n bicyclers who rode in the baggage-car 
jleasute of inspecting that same historic 
y identity revealed to (he youth who had 
lith me, according lo my proposal in the 
pin from the suburbs, was awaiting my 

iV a 5-m. path lo Harvard Square, stop- 
irl's, and proceeded through Cambridge, 
e we tarried from 145 to 3 P. M. at the 
t; (hence to Wenham, 4 m., one hour; 
Iroad station, 5 m-, J li- There we took 
d after indulging in 4 m. more of wheel- 
Navy Yard, in (he Stale of Maine, dis- 
ngham House, at S.15. The weather of 
igh the clouds threatened in (he morning 
ifternoon was bright. The clouds of (he 
mly threatening, but they fulfilled (heir 
I'cloclc, and reached the Merrimac Hotel 
thoroughly dampened condition, for the 
ide definitely turned into rain during the 
prised the poorest roads encountered on 
e mud became quite troublesome. Ilav- 
els, we had a fire made for the drying of 
to reading, as a pleasant way of passing 
lould start for Boston. Even when we 
no hope of avoiding this inglorious end- 
lin ceased lo fall soon after noon. The 
In examination of the roads, and the ex- 
d and start along at 1.45. 
» of the town, «re found no trouble, for 
^the moisture of the morning, and the 



revised 1884, 68 by 33 in., $2.50), thcmgh rather unwieldy for pocket use. It shows the roads 
along the whole coast of Connecticut, for 5 m. inland, and also'contains a special map of Brook- 
lyn and the lower 5 m. of New York ; so that, mounted, for the wall (1^5), it would be an addi- 
tion to any metropolitan dub-room. Smaller maps of the island are published at $1.50 (58 by 
27 in.) and soc. (25 by 12 in.), and separate maps of Brooklyn (37 by 30 in. and 32 by 24 in.) at 
similar prices. " New York City " (78 by 32 in.), with hotels and public buildings shown, costs 
$2.50 (mounted, $5); or the lower half of the same (39 by 32 in.), the region below 96th St., 
can be had alone for $1.50; but a better city map for hanging in a dub-room is that which 
shows all the country within 15 m. of the City Hall, on a scale of 1-2 m. to the inch (64 by 64 in., 
mounted, $6). A pocket-map on a smaller scale (29 by 26 in.), showing all the country within 
33 m. of the City Hall, and having lo-m. circles reckoned from there, may bi bought for %\ ; and 
another one of the city and suburbs (26 by 19 in.), scale 1-2 m. to the inch, for 50c. Of New 
York State, there are four maps (18 by 14 in., 32 by 29 in., 42 by 38 in. and 74 by 70 in.), costing 
respectively, 50c., ^i, $1.50 and ^10, — the latter being French's topographical map, mounted. 
New Jersey has three (i8 by 14 in., 26 by 19 in. and 26 by 35 in.), prices 50c., 75c. and I1.25,— 
the latter being on a scale of 5 m. to the inch, and having its railroad distances shown by space- 
marks signifying miles. A new map of the northern half of New Jersey is promised for 1886 ; 
with the adjoining southern counties of New York, and a good part of Westchester county on 
the east (75c. or $1), and its scale of 3 ra. to the inch will doubtless make it acceptable. 

Other map-publishers are G. H. Adams & Son, 59 Beekman St., and E. Steiger, 25 Park pi., 
and the offices of all four are quite n»ar the City Hall Park. Facing this, is the newly-opened 
sporting-goods emporium of A. G. Spalding & Bros., 241 Broadway ; while the similar extensive 
establishment of Peck & Snyder, at the old-time quarters, 126-130 Nassau St., is only a few steps 
away. £. I. Horsman's store, 80-82 William St., is about 1-4 m. beyond; and the route 
thither leads past I. Perigo's, 87 Nassau St., and R. Simpson's, 98 Fulton st. Wilson's " Busi- 
ness Directory " presents classified lists of all the trades and professions. Trow's " City Direc- 
tory," giving the names, occupations and addresses of the entire fixed population of New York, 
is kept open for the use of the wayfarer at every drug-store ; and, by application at the office of 
any hotel, he may freely consult Mackey's ** A. B. C. Guide," or BuUinger's '* Counting House 
Monitor," published weekly and containing the time-tables of the railway and steamboat lines, 
with fares, distances, and other useful information. 

There is one book, however, which the explorer of the metropolis should inevitably buy, and 
carry in his pocket for constant reference. I mean "Appletons' Dictionary of New York," com- 
piled by Townsend Percy, in 1879, and having new editions in each year since then, " revised to 
the date of issue." It contains 248 pages, compactly printed in double columns of brevier, 
measures 6] by 4} inches, is half-an-inch thick, weighs seven ounces, and is mailed, postpaid, on 
receipt of 30c. by the publishers, D. Appleton & Co., of Bond St. One of its maps, on a scale 
of 1} inches to the mile, shows all the roads of the city to the Yonkers boundary (including those 
of Central Park), with the routes of the horse-cars, the elevated railways and the ferries ; another 
map gives the lower 2 m. of the island and a part of Brookljm, on a larger scale ; and a third 
map exhibits a section of the region round about, on a scale of 4 m. to the inch. Time-tables 
and fares of all the ferries, locations of the piers, starting-points of all the steamboat and steam- 
ship lines, routes of the horse-cars, rates of cabs and hacks, stations of the elevated roads, 
directory of streets, and lists of telegraph-offices, police-stations, theaters, hotels, restaurants, 
churches, clubs, societies, hospitals, and other institutions, may be mentioned among the num- 
berless carefully classified bits of statistics, compactly presented, which render this little book 
worthy of its big name. It is a genuine pocket-companion, which no visitor can afford to be 
without, and which will save from three to ten times its cost during every day of his sojourn. 

For the convenience of wheelmen who may desire to have this present chapter as a pocket* 
companion also, I intend to republish it as a separate pamphlet (to be supplied by mail in return 
for twenty-five one-cent ?tamps), and I shall prepare for it a spedal index, giving references not 
only to every town and village but also to every street, road, ferry, dub-house, hotel and land- 
mark of any sort whose name is mentioned in the text. 


When I finished my 500-111. aulumn tour, on the last Friday evening of 
last September, by circling round the fountain in Washington Square, the 
old straw hat which had sheltered my head during the journey was " unani- 
mously called in." Mortal eye saw it not again until tlie early dawn of the 
last Saturday in Ma;, when the dozen bicyclers who rode in the baggage-car 
from Fall River to Boston had the pleasure of inspecting that same historic 
head-gear. By that sign also was my identity levealed lo the youth who had 
consented to take a Iwo-days' ride with me, according to my proposal in the 
Bi. IVorld, and who, after a lo-m. spin from the suburbs, was awaiting my 
arrival in front of the Hotel Brunswick. 

Mounting theie at S.jc^ we took a 5-m. palh to Harvard Square, stop- 
ping a half-hour for breakfast at Carl's, and proceeded through Cambridge, 
Maiden, and Lynn, to Salem, where we tarried from 1.45 to j P. M. at the 
Essex House, 21SJ m. from the start; thence to Wenham, 4 m., one hour; 
Ipswich, 6 m., J h. ; and Rowley railroad station, 5 m., J h. There we took 
the (rain to Portsmouth, N- H. ; and after indulging in 4 m. more of wheel- 
ing, in order to visit the Kittery Navy Yaid, in the Stale of Maine, dis- 
mounted for the night at the Rockingham House, at S.15. The weather of 
the day had been favorable ; for though the clouds threatened in the morning 
and a few rain-drops really fell, Ihe afternoon was bright. The clouds of the 
neit morning, however, were not only threatening, but they fulfilled their 
threat. We left Porlamouth at 5 o'clock, and reached the Merrlmac Hotel 
in Newburyport, 20 m., at 8.45, in a thoroughly dampened condition, for the 
heavy mist of the early part of (he ride definitely turned into rain during the 
last hour. The last 5 or 6 m. comprised the poorest roads encountered on 
the tour, and during the last 2 m. the mud became quite troublesome. Hav- 
ing breakfasted and cleaned our wheels, we had a fire made for the drying of 
our garments, and betook ourselves to reading, as a pleasant way of passing 
the time until the 5 o'clock train should 5(ar( for Boston. Even when we 
went down to dinner at 1.3a, we had no hope of avoiding (his inglorious end- 
ing of our excursion, though (he rain ceased to fall soon after noon. The 
blight sun, however, soon templed an examination of the roads, and the cx- 
imination tempted us to risk the mud and start along at 2.4J. 

Once clear of the shaded streets of (he town, we found no trouble, for 
the soil and sunshine had absorbed the moisture of the morning, and the 
'Fran Ti^ Biejic/imf Wurld, Auguitafi, lUi, pp. iM'iS^ 



track, freed from the dust of the previous day, was at its very best. The rain 
had freshened all the foliage and given life to the atmosphere ; the fruit trees 
were in full bloom, and in many cases so overhung the road as to fill the air 
with fragrance ; in short, it would be hard to imagine pleasanter conditions 
for riding. The pump on Rowley Green, 6 m., was reached in an hour after 
starting, during which hour about a mile of perfect shell road was whizzed 
across, and the second hour showed a record of 8 m. more. The third hour, 
6} m., brought us to Salem, in ample season for the train. When I dis- 
mounted in front of the Hotel Vendome, Boston, at 8.20 o'clock, the cyclom- 
eter indicated 93 m. for the two days. My ODmpanion proceeded a little 
further, and as he rode somewhat before joinmg me, his record for the two 
days was a dozen miles greater. Considering that he was a boy of eighteen, 
who had never before been on a tour or ridden more than 20 m. in a day, I 
thought his ability to do 105 m. without inconvenience or subsequent ill- 
effects was a pretty good proof of the healthfulness of bicycling. He was a 
leader on the road more of the time than a follower, and he often bobbed 
along serenely, through sand and ruts, when I myself, out of prudent regard 
for my more venerable bones, preferred to make frequent dismounts. Save 
for the six hours* delay, we should have covered the whole distance from 
Portsmouth to Boston on that memorable 29th of May ; and I am sure he 
will always be as glad as I am to recommend the track in question to all 
wheelmen who have not as yet had the pleasure of its acquaintance.^ 

My record for Monday, the 30th, was 19! m., which included 4 m. in the 
tail of the great parade, and an afternoon spin to Chestnut Hill Reservoir. 
The next day I did a similar distance, as one of a party of eighteen, who 
lunched at the Blue Bell Tavern in Milton, by invitation of the Boston men. 
Wednesday afternoon (I didn't get started till afternoon, because I didn't 
** go home till morning," from the orgies at St. Botolph's) I went to Dedham, 
and rode some 35 m. over the admirable roads of that region, including an- 
other visit to the reservoir, and a coast down the hill there, when my wheel 

iln wheeling towvtis Portsmouth, the Seabrook sands can be avoided by following the 
horse-car tracks from Newburyport, by the Chain Bridge, to Amesbury, instead of crossing the 
Merrimac River on the old travel bridge, near tlie railroad bridge at Newburyport. After cross- 
ing the Chain Bridge, wheelmen should take the second right turn at the guide-board marked 
" z8 m. to Portsmouth," which road leads to the laige Rocky Hill meeting-house, where a 
guide'board is marked " Hampton, 9 m.," which road ends at Methodist Church in Seabrook. 
Thence the regular travel road can be followed to Portsmouth. On the return trip the right- 
hand guide-post at the fork of the roads at the Methodist Chiuich in Seabrook, marked " Ames- 
bury Village, 3 J m.,'* should be followed, instead of the left one, " Newburyport, 4] m." At 
the open space, about 2 m. beyond, is a guide-board inscribed " Newburyport, a m.," meaning 
the boundary line, not the dty. This road leads to Rocky Hill meeting-house, where the 
straight road, instead of turning to the left, leads to the horse^ar tracks north of Chain Bridge. 
This route is only about a mile longer than the direct road, and with the exception of one sharp 
hill, the road is excellent, and free from sand. The trip of 65 m. from Boston to Portsmouth, 
can be easily made in a day by any fair rider, and I myself have made it without any forced dis- 
mounts on account of hills or sand.— Tblzah, in Bi. Worlds Aug. a6, 1881, p. 190. 



coats, evidently felt murderous towards me for my apparent ability to keep 
warm without a coat of any sort. Brookfield, 8} m., was reached at ii.35> 
and West Brookfield, 3 m., } h. later. When I started on again at 2 o'clock, the 
mist had lifted, but the east wind was still threatening me, and at times in 
the afternoon there were occasional brief sprinklings of rain. At the hill by 
the lake side, about a mile beyond the hotel where I should have taken the 
left-hand road to Warren, I took the right-hand one ; and, when I discovered 
my mistake, I determined, rather than retrace 3 m. of poor road, to push on 
to Ware instead, and complete my tour to Springfield by that longer (and 
probably rougher) route. Five miles more bro^ht me to Ware, at 3.30 p. m. ; 
and Thorndike, 8 m. on, was reached an hour later. A mile of good side- 
walk riding led to Three Rivers. Jenksville, *j\ m. on, was reached in 1} h^ 
spite of several hills, and another mile of good sidewalk then led to Indian 
Orchard, at which place I should probably have arrived two hours earlier 
had I taken the Warren route. Dusk had now settled down, and darkness 
soon followed, with occasional rain-drops ; but the east wind still helped me, 
and I rode nearly all the- way across the plain, either in the rut or on the ad- 
joining edge of hard gravel to the horse railroad terminus in East State St., 
Springfield, 5 m., at 8.15. Then followed 3 m. of slow wheeling over the 
dimly-lighted macadam of the city streets and the planks of the North 
bridge, whence I walked 2 m. homeward without trying a single mount. My 
day's journey of 64^ m. was completed at 9.45 p. M. ; and by 10 o'clock the 
rain, which had been threatening me every hour since daybreak, was pouring 
down in right good earnest. The cyclometer showed 286^ m. for the seven 
successive days, an average of 41 m. ; and this was the first occasion of my 
mounting a wheel each and every day of a given week. (Later report, p. 112.) 
^Pemberton Square, in Boston, may properly be taken as the terminus 
of the smooth roadway of the State of Massachusetts, and I recommend it as 
the objective point to be kept in mind by any one who plans to begin or finish 
a bicycle tour at the capital city of that ancient and honorable common- 
wealth. It is an eminently respectable little enclosure (perhaps 25 or 30 rods 
long and about as wide as Broadway), with a macadam roadway surrounding 
the central strip of grass and trees, which are protected by an iron fence. 
Red brick houses, mostly devoted to lawyers' offices, shut it in quite solidly ; 
and as the outlet of its southern end (westward, into Somerset St., and so, by 
a turn of a few rods to the left, to the head of Beacon St., just east of the 
State House) is not opposite the outlet of its center (eastward, by a short 
macadamized descent into Scollay Square), the explorer of Pemberton Square 
always has the uneasy feeling of having got himself into a cage or cul-de-sac^ 
at whose entrance he carelessly failed to notice the warning, " No thorough- 
fare 1 " This mistaken impression is heightened by the extreme contrast 
which the scholarly quiet of the place presents to the rattle and roar which 

IFrom The Bicycling World, May 22, 1885, pp. 60-64. 



characterize Ihe adjacent plaaa called Scollay Square. That stone-paved 
opening is the terminua of Tremont st., a main arlery o£ the city, stretching 
westward for 3 m. or more (and, practically, also of Washington st,, which 
runs nearly parallel to it); and, as the tremendous horse-car traffic through 
those and other thoroughfares converges and concentrates about this point, 
Scollay Square is a place where the car-drivers and teamsters ceaselessly rage 
at one another, — roaring out their robust curses and merry jests from morning 
until midnight,— and where the car-conduciore continuallydo cry. In strange 
contrast to all this rush and tumult, is the profound repose of the decorous lit- 
tle Pemberton Square, which^ have before described as situated but a few 
rods away, and which I have thought worth describing to wheelmen because 
its name has long been familiar to them in connection with the Bi. World, 
whose ofBce has been in one of the upper-floors of No. S, at the north end of 
the square, since October jS, 1881. 

On descending Ihence 10 Scollay Square, the tourist is immediately con- 
fronted by the Crawford House (where I have secured a very decent night's 
lodging for a dollar, on two or three occasions), and if he wishes to patronize 
a more pretentious or expensive hostelry, he may find the Revere, the Trem- 
ont, Parker's and Young's all within 40 or 50 rods 10 the left or right. The 
City Hall and the Court House are close lo the two last-named ; while Faneuil 
Hall, the Post Office and the Custom House, as well as many of the theater*, 
museums and other places of interest, may be found within } m. of the 
square ; and nearly all the steamboat-docks, ferries and railway stations are 
within \ m. of it. The great brick building which serves as a terminus for 
the railway from Providence [Ihe Albany terminus is J m. east, and both lines 
lead to New York), and which stands a few rodsf rom Ihe south side of the Pub- 
lic Garden, may be reached by riding westward from Pemberton Square along 
Beacon St., as far as it forms the northern border of Ihe Common and Ihe 
Public Garden, and then along Arlington and Boylslon sts. (respectively the 
western and southern borders of the garden), a distance of about i m., with- 
out dismount. The massive clock-tower of this building, whose dials are 
illuminated by nighl, is notable as a landmark that may pilot the tourist lo 
Ihe house of the Boston Bicycle Club, hard by (No. 87 Boylston st,), or to the 
still more elegant mansion (No. 152 Newbury St.), built by and for the Massa- 
chusetts Bicycle Club, and said to be the most substantial structure of its sort 
in the world. It was dedicated March 25, 1885, and an illustrated description 
of it occupied a half-dozen pages of Outing for that month. " This magnifi- 
cent temple of the wheel has three stories and a basement, with a frontage of 
24 (t. and a depth of go ft., and it stands i% ft. back from the sidewalk, whence 
1 wheelrnan may ride directly into the arched doorway, upon an incline of con- 
crete, which takes the place of steps. Red brick, terracotta and light shades 
of Nova Scotia stone, combine with the broad bay-window and oriel of the 
second story, and the inscribed scroll-slab in the gable above the third, to 
form quite a handsome front. The land is owned in fee simple, though the 



v//(jr Ui * imm fi K^ffiKPtnixon i<jr the parpote of purchasing land and building 
M t )Mt/lM/Uto« ' WJM Uken a« late 'a* March 4, 1884; and the beautiful structure 
tt^nik itn exintem^ to the agency of one man— Colonel Albert A. Pope." Ar 
)llu«(ritlr4 hUtory of tlie Hoftton Bicycle Club, the oldest in America (b 
rimrlcN K. rr»tt, for four yearn it§ president, in the WJuelman^ March, 1S8 
\\\h ii/>t'4li), (jive* A picture of its former house on the comer of Union Pn 
Hiul 'rrninottt Ht.f which wai taken possession of December 5, 188 1 ; and a 
o(! ( !u1)Ii'm Tavern, in Sharon, a favorite objective point for club runs. 

The ilnoNt boulevard in the city is Commonwealth av., stretching 
Htrftijiht lino from Arlington st. (the western border of the Public Gardei 
the Htrcct culled WeMt Chester Park (i m.), and at right angles to each of t 
It )« the second street south of Beacon st. (the north windows of whose - 
side houses overlook the Charles River) ; and just below the avenue i> 
bviry St. nnd then Hoylston st.— these five thoroughfares being parallel 
equidistant from each other, for the specified mile. This is distinctiv 
fashionable " Back Bay district " of Boston, reclaimed in recent yea 
the marshes which used to be flooded by the river tides, and it is nc' 
solidly covered oVer with the most ornate and expensively>built hou- 
city. Dartmouth st,, which is the third western parallel of Arl- 
(border of Public Garden), forms the eastern side of the great 1 1 
dome, which fronts northward on Commonwealth av., and it also 
easten) side of the New Old South Church, which fronts southwar 
ton St. The rear o£ this church is close upon the rear of the M. 
Bicycle Club house, which fronts northward npon Xewbury s' 
block eastward from the church is Trinitr Church, fronting on T. 
(a favorite rende^v^His aiKl startin^pv^int tiM- dub mnsU adjacent 
the livxel Brunswick, the Institute vM Tcchnouxrv, the Mxiseuni 
and the Natural HijiKwv Mu^eum^ All these hniiv-^injs are wi: 
dock-towtr, iwixve recwunwTidcsJ a* a usetu; landmark for the 
ance« aad iJus saar alsac* jaerce to'tw him where Cv-^ininba^ > 
si>cthwe$twaic frv.>ai R>T}*5^»Mi «« ; ^^r :hat arrajue. after abc :♦ 
K.vkss cccrs jwarV i ». o* a^'.^HA^: >u;na^f, to Was: Chc>u 
b« =2JiT surx ri.>.x. t*'* CoaJiTn^^r^x;;.;!: a\. Dartnuiisil: - 
sajcci cc»*'?<cr?.Mi Vg u^s w ; ths^ aj>»\ C^^'nmhiHi «t^ ncir • 

X,**:;^ l--^trar V :^ £2^ ?c^ ^^ 0"'^'' • l>ASc?or. ani: T 
ntis: J3v£ ?—.•"« •ctrmot. ChrscMU Kil ?vrsr^*An. ht»v"-. 
^anrre tvutc ?.r rw sr-finpr* r/ s.Tc»r" r.-v »-iv»r ht nrs 
trrr: "^^ mr ^ftc ''-"ui^ rh':n?~ •*iir :hj x'nf. o: ^<»r". • 

reserrtr vii««f «•"•*«> al'.^» * oj'^'u* v ^» u. o: Mic;; 


lounts, to Bristol, making 34J m. for the 
final hour; but it fell pretty steadily dur- 
llowing Eorenoon. The sun shone out at 
s bright and hot, in spile of two or three 

p. M. I traversed 19 m,, ending at the 
he sidewalks of Bristol I e^iplored for 3 
ley, and the best part of this was the S in. 
3n bridge beyond Warren, and a certain 

turned to the left for the hotel, which I 
^ the sidewalks. Though the rains had 
ridible, and I was only ij doing the 
verlc^rjting Providence bay and river is 
ght no^ward, instead of crossing it to 
ive had these water-views all the way to 

01 is a sleepily respectable old cown, near 
evidence Bay and Mount Hope liay, and 
manufacturing town of Fall River, which 
ter. A ferry used to connect Bristol with 
ind, upon whose southern extremity, about 
port ; and the present keeper of the light- 
ut z m. from the center of Bristol, occa- 
iccommodalioti of a casual traveler nho 

by boat and left it by train, on the occa- 
; but the train-journey, which was on the 

we Look a cnHS-nud !□ the iighl,and, ifter folktw- 
ID the 'We«' load. Imninlialtly on tuttiing inU) 
and the road n ridable fr«D here ipto Newport, 
L dinanl from N. The lul ; m. were uaveltd 
Bd our run, from Middletown into Newpon, on a 

lie av. , bordered on either side, for 1 tiL. with fine 
ng in aspect, where the 



y at Taunton, and I thence wlieeled to Eos- 
, with four companions, who were the first 
that day completed my 1,000th m. Through 
we did much walking or slow riding for 3 m., 

5 m. beyond, we rested ijh. for' dinner. At 
13 m.), we also halted \ h. for cooling bever- 
jue Bell Tavern, about half way to Milton 

course led through Koxbury (3 m.) to the 
ipenl ihe night. Cobb's Tavern, in Shaion, 
orile objective point of the Boston Bic)de 
'er Mills, and Mansfield is about Ihe same 
e toads aa far as Manstield are excellent, 
es," is the report of a Pawtucket man [Tit 

route homeward from Boston ; " and from ■ 
billiard-tables, giving us the pleasantest part 

the Hotel Dorrance, in Providence, on the 
m. long, and lay through Westminster st to 
lUowed to Olney si. and then up-hill to the 
ljm.),the sidewalks being generally ridable 
the curbs. After going up-hill to the left 
turned to the right at the top of it, and pro- 
ley Falls Bridge {i\ m). The sign "8 m. to 
ere, and I followed the sidewalk to Ashton, 
nt of I m. or more, to the church on top of 
been 3 h. in doing the 13} m. The descent 
; m. had to be walked, to the region of the 
to a central point in Woonsocket. After this 
' sidewalk, of black sand or loam, to Black- 
ame, whose dark and dirty waters have an 
told that the river-road running alongside 
ntinuously sandy- The only header of my 
while trying to ride along a narrow ledge 
■s, just before reaching Blackstone. About 
jughl a ticket (or the train which I was told 
but, on learning that a quarter-dollar would 
le that distance, t refused to submit to the 
ter I or 2 m., the road gradually improved, 
m the start) at J o'clock, and halted briefly for 
orcester (iSJ m.) was reached at 5.20 P. M., 
■y, — the final third of it, from Millbury 
'le tour, — Northbridge, Farmersville, 
^een previously passed through. 
' 4 m. into the country; total, 49 m. 



Two months before (June 16-17, ^83), I wheeled from Wes 
Pemberton Square, in Boston (103 m.), — my first day's ride (5 
ending at Spencer, 44 m. from the start. The first dismount 
the sand plain, 7 m. after starting, and 2^ m. before I reached . 
where I stopped for breakfast at 6.30. At Jenksville, i m. . 
recommend tourists to cross the bridge, 1., and take the ro 
spite of what my report of 1881 says against it, on p. 104), I . 
after crossing the railway, kept alongside it through the 
which was i m. of clay or loam, continuously ridable ; so 
North Wilbraham, 3f m.from the bridge, in just i h. Whitt 
with short ridable stretches of loam, was the rule as far 
and West Brimfield (5^ m.)f though I managed to get o\ 
about i^ h. The hilliest and sandiest track of all was \ 
last-named station ; and beyond it I encountered " road 
Progress then became pleasanter along the shaded banl 
River, whose waters plashed merrily over the stones ; and * 
were more frequent to West Warren (2 m.), whence I rou 
hotel in Warren (2J m.), and rested there 3 h. for dinner. " 
at 3.30 o'clock, I found decent roads to the fork (2^ 1 
pond) where I, two years before, unwittingly turned tu^ 
recommend that route as rather less objectionable than t^ 
The distance between this pond and the bridge at J 
either road, and each one of them contains more mile 
than any similar stretch of the entire route from > 
Next in number may be ranked the bad miles which tl 
must conquer between Milford and Meriden, in Connc 

The smoothest spin of the afternoon ended at tl^ 
field (7 m. from the last-named pond), following whi 
several smaller ones, ending at the Massasoit House i 
when I started thence, at 5.30 o'clock, next morning, ■ 
siderable walking, here and there, by sand, or loam 11 
dust, or gravel which had been carted on by the roa ' 
myself by riding to the top of the big hill in Leic» 
are (first on the east sidewalk, then on the concrete c> 
in the roadway), and also to the top of the follow i* 
brick church,— for a short shower had by this time 
Just as I stopped for breakfast at a restaurant, 
square in Worcester (iiim. and 2 J h. from the sta 
good earnest, and it was still drizzling when I 
Turning northward at the railroad station, I soon 
which stands the State Hospital, descended then 
Lake Quinsigamond, climbed another hill and 
where one sign points to '' Shrewsbury i| m." anc' 
6| m. The former route is preferable, though it 


iviaan oAccn (M. D. Cum«. a Liwnnu, or F. P. KendalJ, at W«usUr). 

oslon (survejtd iSgj, scale i m, u. i inch, price »i.5o,mouiit«l»j), withinarad 
im., uldngin Brocklon, 3. ; Nalick, w. \ Lowell, Anduier and Ih: whole of C 
he same m^p wiiha ladiiuol about iim. (taking in Cohaseland Dedhan, >.; 
nnconl.w.; Wakefield and Salem, D.) uHi lor 75 c., and i* a more coovenienl 
iDD the road. The Topographical State Atlu (official, 1S71, tcale i| m. to ■ io. 

le purchased o( Cuppin, Upham & Co., i8] Washington 

PiiuSeld, whoK ar 

\ dearly &hown, ar 
[ red is given to U 


a new ediiio 
WalttrWauon, C E., and 

each school'houK, c 

are very fine, I eipe 
of their eialleol 1 


request 10 


Berkshire 1 

oly about j 


: and. as 


., s. i N. V 


i m, to I i 


ea; while 


«ial lur- 
cirde and 

ridahle, and th 



s. Life In 


I. The copyrighl(iHa})ii held by its designer, 
Inting are bj Stnitliers, SerwM & Co., N. ¥. 
It St., Boston, publish the following county 

from the aubuibs of Boston 10 the border of Hew Hampshire; Womsler, 1S34, as byir 
in., 1 m. to I ID. i Franklin, iSS;, iS by iS in., il m. 10 i io. \ Hampshire and Hampden, iSg,, i3 
bjraam., i|in. lorin. ; Bristol, iS3o, iSby iS., im. to 1 in., "prepared expressly for this atlas"; 
Plymouth, iSSo, )o by 10 in., I m. to i in. 1 and BarmiaUe, iSSo, ti by 10 in,, } m, Io 1 in., 
" prepared expressly for this atlas." The Cape Cod eiiremityoC the Slate ii included io the 
latter county \ PlynKnith takes b (he rest of the ami a* far as Hinghan, and Biiuol coieix ilie 
region between Plymouih and Rhode Island. Just north of theset* 

g fioi 

* Middlesei, wha 
ij, ig8j. The three panllel countie 
-e section of the Slate, with the weiten 
if each by Worcester, which also covei 

:r County 10 



a be iuued 

L ought nevertheless to equip hi 

Mil ' 
I J" ' 1 

1 1 


mechanical. I stayed in bed only from 11 till 3.30 o'clock, and at 
homeward. My muscles were, ii jpossible, stiffer and lamer th 
began to limber up a little at Northboro', where I breakfasted. Wor 
Ware at a p. m.; the only header of the two days rewarded some rec 
Belchertown ; thence a driving rain accompianied me to Amherst at 
day I experienced no ill effects, and was in better trim for further i 
though i had covered 305 m. within 38 h." This is condensed fr< 
Bi. World of April 28, '82, p. 298 ; and briefer accounts appeare< 
Boston Herald^ soon after the tour. His best day's ride, previous t< 
November, 1883, while touring in the Harz Mountains, he complete 
m., of which a summary will be presented in a later chapter; and 
midnight and zi.40 p. m., he rode 205 m. (328 kilometers), back and 
Dresden, — ^though the best previous day's road record in Germany v 
The next day's run of 100 m. " out from Boston," of which I * 
reported thus for C. A. Hazlett's " Summary " {Outing, Feb. 1884, 1 
three ' members of the Springfield Bicycle Club, C. E. Whipple, 
Westervelt, started from the U. S. Armory at 4.30 a. m. For 3^ ni 
the next 5 m. very sandy, and all took headers. From Wilbraham t 
the roads were fair ; thence to the Brookfields, sandy and stony. A 
they stopped at a farm-house for breakfast. They found the roa 
Spencer to Leicester. Here they were met by Mr. Lamb, who whe«. 
where they stopped \ h. to telegraph home. Contrary to what had 
every hill between Springfield and Boston could be coasted with 
stop (I h.) was at a farm-house at Southboro', where they began to r* 
The prospect put new life into their tired limbs, it being the first loi 
From Framingbam theyiwheeled through Natick, Newton Lower F21 
to the Public Garden, Boston, and dismounted in front of Brighai 
A year later (Nov. 9, '84), three other members of the same club, 
and W. J. McGarrett, rode from the city hall, Springfield, to t 
14} h. (riding time, 13! h.), taking breakfast at Warren, dinner at W 
ton. Four days afterwards, L. B. Graves rode from Northampton to 
ously measured as 104 m. by Butcher cyclometer, but which was 
detour at the end. From his report in Wketl^ Nov. 28, '84, I exti 
A. M.; Amherst, 7 m., \\ h.; Belchertown, io| m., 2 h., and stop - 
m.,a h. Roads from N. to A., first half fair, second half poor an 
though the grade is steadily upward ; B. to W., the worst stretch ot 
long hills, so rough and sandy, as hardly to allow riding on do 
o'clock, in company with S. W. Coa ; rested for dinner at the Ma.^ 
p. M.; reached Worcester at 4, and waited there till 6, for repairs 
(Yale 54 in.); thence to Brighton at midnight, with one lamp to giv< 
nately the roads were in very good shape, and the only fall of 
taken by my companion, when he struck a high curbstone in the 1 
went atstray from the proper track, to Roxbury station, and thent 
stones of Tremont st., instead of the asphalt of Columbus av., 8(^ 
we reached the New Marlboro Hotel, and sat down to a hasty si 
than ai h. after the start at N., and my riding time was just 16 
much during the preceding days, and we both felt in good conditi* 
same paper of Oct. 17, '84, gave a brief report of a Sunday ride fi 
III m., between 5.30 a. m. and zo.30 p. m., taken by C. H. SI 
of the first-named town. Their riding time was 14 h., and their g 
shown by the fact that they next day wheeled 55 m. The road ^ 
far from good, and they were 6 h. in " walking " the 32 m. They 
there and Northboro', and went thence to Boston over the well-kn 



characKrize the adjacent plaza called Scollay Square. That stone-paved 
opening is the terminus of Tremont s(., a main artery of the city, stretching 
weslwaid for 3 m. or more (and, praclicaily, also o£ Washington St., which 
runs nearly parallel 10 it) ; and, as the tremendous horse-car traffic through 
those and other thoroughfares converges and concentrates about this point, 
Scoliay Square is a place where the car-drivers and teamsters ceaselessly rage 
at one another, — roaring out their robust curses and merry jests from morning 
until midnight, — and where the car-conductors continuallydo cry. In strange 
contrast to all this rush and tumult, is the profound repose of the decorous lit- 
tle Pemberton Square, which J have before described as situated but a few 
rods away, and which I have thought worth describing to wheelmen because 
its name has long been familiar to them in connection with the Bi. World, 
whose office has been in one of the upper-floors of No. 8, at the north end of 
the square, since October z8, 1881. 

On descending thence to Scoliay Square, the tourist is immediately con- 
fronted by the Crawford House (where I have secured a very decent night's 
lodging for a dollar, On two Or three occasions), and if he wishes to patronize 
1 more pretentious or expensive hostelry, he may find the Revere, the Trem- 
ont, Parker's and Young's all within 40 or 50 rods to the left or right. The 
City Hall and the Court House are close to the two last-named ; while Faneuil 
Hall, the Post Office and the Custom House, as well as many of the theaters, 
museums and other places of interest, may be found within \ m. of the 
square ; and nearly all the steamboat-docks, ferries and railway stations are 
within \ m. of it. The great brick building which serves as a terminus for 
the railway from Providence (the Albany terminus is \ m. east, and both lines 
lead (oNew York), and which stands a few rods from the south side of the Pub- 
lic Garden, may be reached by riding westward from Pemberton Square along 
Beacon St., as far as it forms the northern border of the Common and the 
Public Garden, and then along Arlington and Boylston sts. (respectively the 
western and southern borders of the garden), a distance of about i ra., with- 
out dismount. The massive clock-tower of this building, whose dials are 
illuminated by night, is notable as a landmark that may pilot the tourist to 
the house of the Itoston Bicycle Club, hard by (No. 87 Boylston St.), or to the 
Mill more elegant mansion (No. 1 52 Newbury St.), built by and for the Masu- 
ebusetts Bicycle Club, and said to be the most substantial structure of its sort 
in the world. It was dedicated March 15, 1S85, and an illustrated description 
of it occupied a half-dozen pages of Outing {a\ that month. "This magnifi- 
cent temple of the wheel has three stories and a basement, with a frontage of 
M ft. and a depth of 90 ft., and It stands 22 ft. back from the sidewalk, whence 
a wheelman may ride directly into the arched doorway, upon an incline of con- 
crete, which takes the place of steps. Red brick, terracotta and light shades 
<rf Nova Scotia stone, combine with the broad bay-window and oriel of the 
second story, and the inscribed scroll-slab in the gable above the third, to 
form quite a handsome front. The land is owned in fee simple, though the 


In like miinner, this pre~ 
he roads of Hampden C' 
jh designed chjeflj' as a f 
also to assure olher strar 
ly explored by any sort 
lips, be interested in r( 
le of iocomotion, and ' 
ids some agreeable cr 

if 8,000 m., I have ms- 
in fifteen separate St 
Scotia, and lh« isUnr 

have never found 
that a bicycler, s(n 
amount for eight <y 

south, east, and n 
ly the cleanest an< 

3 of themunici]' 
ride becomes ex 
-north, south, 

I can boast of 
:ach other, a» 
/ be had on 

Ing dome b( 
ger "milen 

y macada: 


diBcnaunt, except occasional repairs to the road-bed. This consists for the 
most part oE reddish gravel, containing clay enough to pack it firmly together ; 
and, (hough liable (o be badly affected by the spring frosts or by long-con- 
linued rains, it undoubtedly forms the best single stretch of country road in 
Western Massachusetts. The road-races of the bicycle club are run upon it, 
and ila average smoothness is shown by the record of time made iherein, — 38 
min. The tourist from Springfield should turn left from Main st. at the gray 
stone church, where the double-lrack of the horse-railroad terminates, and he 
may there advantageously take the concrete sidewalk for 30 rods or so to the 
railroad bridge. Descending past the entrance to the park, he turns left to 
the iron bridge across the Connecticut, and thence goes northward along the 
river road to Hoiyoke, He should not turn towards the river, however, at 
the two places in the roa'd where signs point eastward lo Chicopee. From 
the Hoiyoke House I have ridden westward over the canal bridges and rail- 
road track, and, on the concrete sidewalks, to the crest of the hill, on which 
stands the city hall, a massive structure of granite. Thence through the 
park, and by streets leading northward and westward, one may reach the old 
turnpike in Ireland Parish, at a point just above Craft's tavern, distant about 
2 m. from the Hoiyoke House. There are excellent views along this course, 
and 1 think that an expert rider might cover it all without a dismount, though 
I myself have never been able to conquer the long, winding Ewingsville hill, 
which forms a part of it, and which needs to be descended with considerable 
care. On reaching the turnpike I have ridden northward without stop for 
some z m., or to a point beyond the brook at the foot of the long descent. 
Two miles above here is the station at Smith's Ferry, and x m. further is the 
station miscalled Mount Tom, though that lofty peak stands far away to the 
west. The roadway of these 4 m. is the worst stretch which the bicycler will 
encounter on the west side of the river in louring from Hartford to Bellows 
Falls, being so soft and sandy as generally to forbid progress except on foot. 
From the Mount Tom station I have found fairly good riding to Easthamp- 
ton, 2 m., and an excellent road thence backward for a similar distance to a 
certain point on the ascent of the real Mount Tom. The last mile of the as- 
cent, ending at the half-way house, I accomplished on foot, but I think the 
descent towards Easthampton might be safely made on the wheel, and no 
stop be required before completing the 3 m. The 1 m. of roadway leading 
downward from the half-way house to Craft's is softer than the other slope, 
and requires considerable walking ; though the turnpike southward from 
Craft's continues good for about z m. to Gates's hilt. The rider who can 
descend this safely, and ascend the shorter slope which succeeds it, will have 
no trouble in reaching the main river-road again, at the watering-trough be- 
low Inglestde, 6 m. from the Springfield bridge. The mile between the 
trough and Gates's is rather difficult for one going northward, and, though 1 
have ridden it all to the final hill, I have never tried that hill, and do not be- 
lieve it can be mounted. The view from this upper road is even finer than 



that from the smoother road below, and a northward tirnntni IhIo ilm \hh*>i 
may be made by the tourist who doe* mH car« U} iutn mnUft ifM> fnUwitf 
[rack towards Gates's. 

Mr recollection as a pedestrian <ti twenty ytAfit ujr/t U i>mI Mm f»;#)f> to^fi 
from Fasfhampton to Northampt/^ 5 m., wouM l/« itt'dHu -mSA* iof $t hif y* U f 
i=ii odxT wheelmen have told me that the um^/W f04/i, Iff/to %iouh^ I ^^m 
srzroa to Xorthampton, i« Um the mo«it part rui^h*^, »t^i *h4i im / U'^A i,ti,A 

r£ SET ow« £ri« rS-ie uj* ti^ vau^y wa* *»,»• *.«>;/ 'i^/»a<^, #^/»y 

I was forced to wLjl *^'r'>*^'% iu^*A %w*^ V^'/f*^ t*,4/ * *-y H*'i^ >; 

ijt of tbc want a5r:*T jit*> 'y ^'^ M>' ai/:* *> ••,, V/v* *v »*>/* 

: -i. s IT "SyCS Tiittrars fr'jc "^v*.-: '* f ♦rfr 

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The westward route from Springfield is the shortest, and in some respects 
the most difficult, for there are several hills to be climbed, whereof the first 
is extremely tiresome, and there is said to be no good riding whatever 
beyond the western end of Franklin st., in Westfield, which is the extreme 
point to which a rider may go in that direction without dismount. The 
distance from Springfield city hall is lo m., and a combination of careful rid- 
ing and good luck seems to me necessary to enable a wheelman to get over 
it all without a stop. From the end of the iron bridge over the Connecticut 
the tourist continues westward along the north side of the Common, in West 
Springfield, and then northward a few rods to the post-office, where he turns 
westward again and soon reaches the big hill, which is rather difficult to 
climb, though its surface is smooth and hard. A quarter-mile beyond, where 
the left-hand road leads downward to the Mittineague railroad station, he 
must turn up-hill to the right, and a mile later he will descend to Block brook, 
and climb a much longer hill. In the course of the next mile he will en- 
counter the steepest descent of the route, and will cross the bridge over the 
railway ; crossing under it again, a little ways on, at the so-called deep-cut, 
and still again a half-mile westward. The road follows the tracks for a mile 
and a half, and then divides at Mill brook, the right-hand branch going under 
the tracks, and thence in a curve of z m. to the railway station in Westfield. 
The left-hand road, which is much the better one, crosses the brook and then 
the river, and in another mile crosses the river again and brings the tourist 
to the thickly-settled part of the town, though the central park is nearly a 
mile beyond ; and the Pine Hill cemetery, which is the end of the smooth 
riding, is nearly a mile beyond the park. There are several miles of concrete 

riyer for about a m., then turn to r. at croes-roads and go direct to South Hadley, which is the 
aeat of the well-knowi» Mt. Holyoke Female Seminary. There he may either turn w., and 
cross the river at Smith's Ferry, qk follow the direct road down to South Hadley Falls and 
cross by free bridge to Holyoke, say 5 or 6 m. From the ferry at Hockanum, the tourist turns 
eastward if he wishes to visit Mt. Holyoke, where a fine view may be had. The mountain 
road is unsafe for bicycling, however, and the last few hundred feet of the ascent must be made 
by railway car or stair-dimbing. In going s. w. from Northampton to Easthamptcn, 4 or 5 m., 
the tourist should cross bridge at the foot of South st. hill, then taks sidewalk up-hill to end of 
walk, and turn at cross-roads ; keep on past the ice houses at Rocky-Hill pond ; cross the brook 
and then the railroad, beyond which is a quarter-mile of deep sand ; keep straight ahead at 
the school house , descend a hill and cross a covered bridge just before entering Easthampton, 
whose concrete sidewalks supply good riding. The road thither is rather hilly and sandy and is 
at its best soon after a summer shower. The road s. from Northampton through the meadows 
to the Ox Bow (Ml Tom station) is also apt to be soft, so that, in the early spring and late 
autumn, the railroad track, to which it is parallel, is often chosen as affording better riding. 
Entrance may be had to this meadow road by turning left, through Maple st, after crossing 
the bridge at the foot of South st. hill. The road from Northampton to Amherst, n. e., 7 m., 
has been ridden in 40 min., but usually requires twice that amount of time. The character of 
the soil is sandy, with some stretches of day, and the side paths and walks supply most of the 
good riding. Hadley is the intermediate vills^e, situated about 3 m. from the Mansion House, 
and the Connecticut river bridge is about half-way between. A long hill must be climbed just 
before reaching Amherst, and a good run may be made there on sidewalks to North Amherst. 


sidewalks in Westfield, along which the bicycler may glide without need of 
dismounts, and the road leading to Southwick is said to be a fairly good one. 
At the dose of December, 1882, 1 wheeled from Westfield to Springfield with 
only one dismount, and that happened on the long upward climb after cross- 
ing the railroad bridge, though I understand that this hill has often been con- 
quered by other wheelmen.^ The road branching northward from the brow 
of the hill west of Block brook leads to the mountain picnic ground, called 

II myself rode up it, Sept. 16, 1884, as the final act in a tiresome day's journey of 40 m., 
across the hills from Lee, ending thus a five days' tour from Newark, by way of Newbuig and 
Pooghkeepsie, about aoo m. I was forced to walk more on this last day than during all the 
previous four } and the longest stretch of hopelessly deep sand was that which ended at the head 
of Franklin St., in Westfield. From the Morgan House, in Lee, I had 2| m. of good wheeling, 
to a iMg hill of sand ; 5^ m. beyond which, at the old tavern stand (West Becket), I turned 00 
down through the woods, to N. Blandford, instead of keeping the direct road (r.) to Otis, and at 
noon I reached the Mountain House in Blandford, where a fine view may be had. Though the 
grade is downward for the 8 m. thenoe to the end of Franklin St., I was 2^ h. in reaching that 
point; and I do not believe the journey from Westfield towards Lee would be any easier. An- 
other tourist, who pushed his bicycle over the Berkshire hills a day or two earlier than myself, 
reports as follows : " Williamstown to Lanesboro, 16 m. of rather soft road, requiring a whole 
forenoon. Obedient to a bad adviser (who told us to shorten our route to Springfield 6 m. by 
avcndlng Ptttsfield, which was our next objective point), we turned to the left, at the first cross- 
road beyond the hotel, and after two hours of alternate walking and rough riding, reached Dal- 
too, 6^ m. A few miles farther on, the road becomes even worse, soon turning into a mere 
mountain path, hardly accessible to a man on foot ; and so we ventured upon the railway, and 
there found capital wheeling. Proceeding cautiously (on account of the projecting ties and 
the narrowness of the path), but at a fair rate of speed, we passed through Hinsdale and 
Washington and readied Becket about dusk, 13 m. from Dalton. On the morning of Sept. 15, 
we again took to the track, but the many cuts and culverts, together with the riiarp lookout we 
were obliged to keep for trains, made riding anything but pleasant, and we were glad to arrive at 
Westfield (14 m.) with our bones still in their proper places." An earlier explorer (M. D. B., in 
B. IV., Sept. 2, '81) gave similar testimony : " Beyond Pittsfield, a veritable via mala begins, 
and liardly ceases for the 40 m. thence to Westfield. To the summit of the mountain in North 
Bedeet (15 m.) but little of the sandy road can be ridden, and the 9 m. thence to Chester, over 
another mountain, must be traveled on foot. I rode from there to Westfield between the rail- 
road tracks, — a dangerous and desperate measure,— but the gently descending grade, and the 
fine scenery, were compensations for two or three heavy falls and the haunting presence of 
periL" As a curious offset to this, I may add the information given me by a credible witness, 
that he has several times driven a horse from Springfield to Peru (la m. from Pittsfield,— 
Daltoo and Hinsdale being intermediate towns), a distance of 45 m., in 6^ h., and has made the 
letum drive in 5^ h.,— passing through Russell, Huntington and West Worthington. The same 
raittd ammal has also drawn him to the same point by a longer and hillier route, through 
Northampton, Williamsburg, Worthington Comers and Worthington Center. Still another 
strange story concerning this rough route is contained in C. A. Hazlett*s summary, " Notable 
Runs and Excursions of 1883 " (Xhain^t March, 1884, p. 454), thus : " On Sept. 19, William V. 
Mason, jr., of the Rhode Iriand Bicycle Club, made a run of 100 m., from Springfield to Hudson, 
by way of Russell ; and he returned, Oct 13, from Hudson to Springfield, by way of Chester, 
112 m. He reports the roads in fair condition, and the weather on both runs all that could be 
asked. Both runs were made alone, and no spedal training had. He was in fine condition at 
the finish of both runs. Several headers taken, but none of any serious account." Additional 
detuls of these two very remarkable rides have been diligently sought for by me, but have not 
been supplied. 


Bearhole, about 2\ m. distant, and most of it is practicable for the bicycle. 
Very extended views may be had from the lofty ridge along which this road 
runs. The return route from Westfield may be still further varied by de- 
scending the hill at Mittineague, crossing the Agawam river, climbing the 
hill beyond, crossing again at the covered Agawam bridge, and proceeding 
thence in a straight line eastward to the old covered bridge at Springfield. 
The distance, 3 m., may be done without dismount, though the first half, end- 
ing at the Agawam bridge, requires careful riding. Instead of the second 
half, another good route of equal length leads northward along the river 
across the railroad track, and thence eastward along the south side of the 
common in West Springfield to the iron bridge. The main street of the 
town extends a similar distance southward to the old bridge, and has a brick 
sidewalk which is continuously ridable, though no need exists of resorting to it 
except in muddy weather. Roughly speaking, the roads connecting the three 
bridges may be said to form an equilateral triangle, each side of which is i^ 
m. long ; and the whole circuit may be made in either direction without stop. 
The southward route from Springfield crosses the iron bridge into 
Agawam, about 1} m. below the city hall, and extends along the river bank 
for nearly 3 m. till it reaches the main road at Porter's distillery. I have 
ridden this course northward without a stop, when November frosts had stiff- 
ened the sand ; but I think that at most seasons of the year there are some 
soft places which can hardly be driven through. An excellent clay road ex- 
tends southward from Porter's through the town of Suffield ; and in August 
last I rode down it for 7 m. until a new coating of gravel on the hill beyond 
the bridge, 2 m. north of Windsor Locks, forced my first dismount. Four 
long hills had to be climbed on this course, and I considered the act of rid- 
ing up the last and longest of them, which is directly opposite Thompsonville, 
quite a creditable feat. The two following miles of roadway were, the 
smoothest of all, and commanded a fine view of the eastern side of the valley. 
From the old bridge over the Agawam, by the main road eastward along the 
river and then southward, the distance to Porter's distillery is 3 m., and the 
first two-thirds of it may be easily ridden in either direction without stop, over 
a road of clay and gravel, though two hills have to be climbed near the river. 
For a mile to the northward of Porter's the roadway is rather soft, and the 
eastern sidewalk supplies a preferable path ; but an expert rider might perhaps 
have the luck to reach the distillery without a dismount (6 m. from the city 
hall, by way of the North-end bridge), and he could then go at least 7 m. further 
without halting, and perhaps also to Windsor Locks. ^ As a Hartford man 

lOn Dec 4, 1884, I rode from West Springfield until stopped by the newly-laid stones of the 
railway-crossing below Windsor Locks (16^ m. in 2 h. 40 min.), except that I was forced to make 
one intermediate halt, on the frozen ruts of an up-grade beyond the little brook in the woods, 
about 10 m. from the start and 4 m. south of Porter's. From the crossing I went without stop 
to the highest watercourse of the long Windsor hill (5^ m. in 50 min.), which I never before ao 
nearly succeeded in conquering. 



has wheeled up to this point without stop (13 m.)i it even seems possible that 
a bicycler might stay in his saddle for the entire route from Springfield to 
Hartford, 28 m., as here described. Indeed, I have heard it rumored that a 
Springfield man has really wheeled to Hartford without stop, down the east 
side of the river, but I can hardly credit the story, because such a feat would 
seem to me more remarkable than anything yet known to have been accom- 
plished on a bicycle. The roads through East Hartford, East Windsor, 
Enfield, and Longmeadow, are for the most part soft and sandy, and though 
the bicycling tourist is cheered by many miles of good sidewalks, these are by 
no means continuous. I drove my wheel down this route, on the 9th of Jan- 
uary, over the frozen snow and with a strong north wind at my back (28 m.), 
in less than five hours ; but my progress along the same course in summer has 
been considerably slower. 

A southwesterly ride of 9 m. without a dismount may be had by way of 
the North and Agawam bridges, through Feeding Hills, toward Southwick 
ponds. Turning to the right after crossing the Agawam river, the left-hand 
road must be taken at the first fork, and a rather difficult hill ascended ; then, 
about a mile from the bridge, where four roads meet, a turn should be taken 
away from the telegraph poles, and the main road leading from Mittineague 
should be followed straight across the plain, 2\ m., to the town hall in Feed- 
ing Hills, and | m. beyond it, when a turn should be taken to the south, and, 
after 2 m. more of level riding, another turn westward, to a short hill which 
causes a stop. About 5 m. beyond, after several other turns, the picnic- 
grounds between the ponds are passed. The main road is reached at the 
Methodist church, a mile westward, and the southward course from there 
continues smooth for 2 m. to Veits's tavern, just beyond the Connecticut line, 
where five roads come together. One of these leads to the old copper mine 
and prison on Turkey hill, in Simsbury, and is presumably ridable ; and the 
route thence to the river road in Suffield cannot be a difficult one. I was told 
that the northward course from the Methodist church, through Southwick to 
Westfield, was generally smooth and hard; and the "back-street" route 
from Feeding Hills to Westfield is also said to be practicable for the wheel. 
From the point about 3 m. southwest of Feeding Hills, where the Springfield 
rider is first forced to stop, he may return through Mittineague, climb its steep 
hill, coast down the long hill to the post-office in West Springfield, and ascend 
the church hill (10 m.), without dismount. The view from the hill is a fine 
one, but its northern slope must be descended with care, on account of the 
loose gravel. The westward road from the church makes two southward 
turns in reaching Mittineague, but avoids the hills, and is all ridable, though 
usually requiring dismounts. 

The roads branching off towards Chicopee, at points i} m. and 2 m. above 
the church hill in West Springfield, are not as hard as the main road to Hol- 
yoke, but can usually be ridden to the bridge without dismount. The plank- 
ing of this bridge needs more attention than that of the two iron bridges at 



Springfield or the one at Holyoke, bat b much better than that of the old 
bridge at Springfield, whose cracks threaten disaster to the tires of a careless 
rider. The village streets of Chicopee and Cbicopee Falls are not particu- 
larly bad, but their numerous concrete sidewalks supply much pleaaanter 
riding, and the curbings are not usually abrupt. The town hail in Chicopee 
stands { m. from the bridge, and the approach thereto, along the left-band 
sidewalk of Exchange st., is uninterrupleil There is no need of a stop in 
crossing the road in front of it to the concrete walk leading np-hill to the 
bridge at Chicopee Falls, about z m. I myself, on the 25lh of August, con- 
tinued across this bridge, and climbed the steep hill beyond it, but was forced 
to dismount at the end of the sidewalk soon after begiiming the descent. 
This was at a point nearly 3 m. from the town hall, and the road keeps de- 
scending for 2 m. further, until it reaches the railroad crossing a few rods be- 
low the Willimansett station. The whole descent may be easily made with- 
out dismount, though hardly any riding would be possible on the upward 
slope- The main road leading back to the town hail, distant 4 m., is called 
Cbicopee Street, and is entirely level, but is believed to be too soft for bi- 
cycling. In the other direction, for i m. along the riverside north of Willi- 
mansett, I found this road to be ridable, excepla few short pilches, though none 
of it supplied good riding, and the whole would probably be impassable in 
bad weather. A mile of smooth riding on the sidewalks and bridge extends 
this route to the Holyoke House, whence a relum may be made to Spring- 
Geld over the well-known course. From the town hall in Chicopee to the 
Memorial Church, 3} m., oye may easily go without dismount (the road being 
really an extension of Main st., and macadamized as far as the city limits), 
and, of course, the return from Holyoke to the city hall may be made by this 
route also without dismount. The northward ride would be less agreeable, 
on account of the need of climbing the Chicopee hill, — from which, by the 
by, a fine view of the valley farming-lands may be had. The route connect- 
ing Chicopee Falls with India!! Orchard is about 5 ra. long, and nearly a 
quarter of it usually has to be traveled on foot. The extension of State st, 
beyond the terminus of the horse-cai tracks, sapplies good riding for j m. or 
so in the du'ection of Sixteen Acres; and Walnut sL, which branches south- 
ward from State at the corner of the Armory grounds, may likewise be easily 
followed for \\ ro., lo the water-shops, and twice that distance beyond into 
the region of East Longmeadow, whence il is likely enough that a practicable 
route might be found leading through Longmeadow proper, and so back to 
Springfield. The return from the water-shops ma 
ing the horse-car tracks through Central, Maple, ai 
mostly on a down grade; Or, if the cemetery b< 
traversed thence lo Crescent Hill, where a fine vi 
winding descent be made thence to the region of S 
slope of Ames's Hill, leading into Maple st., shou 
tion ; and the south sidewalk of Union st. should 

rssys.i.vD miles on a bicycle. 

; ■ t-^^^ a zii.ei naj, witfaoat dismoant, reach the top of the 
. ;~t. <-; — r^f'r'., boja a point lo m. to the southwest, has al- 
7 — - ir^ -d ibeie will then be no obstacle to bis easy pri^ess 
w^ ^ .£:«. - a. further, and for another mile to the south end of 
..^~-iu.£ a South Hadlcy Falls, making iS m. straightaway 
- r K were strong enough to climb we s tw a rd from the 
..-^ a:-;: sKTSoantthe Ewingsirille hill, he might even cover 2 1 

- -ij:-'"3T beiore the sands below Smith's Ferry forced a halt 
... I :. , 3 West Springlield northeastward to the town hall in 

. n; -\^ ioaJiward lo the bridge below Springfield, a distance 
—■-.- ■- exists to cause a dismount ; and as it is sometimes 
... I .E =eTi« 3 in. to Porter's distillery and 7 m. to the covered 
■.■^ =:^hi chance to do the 30 m. without stop, though he 
. -1.-^:^ inrdly a dozen miles distant from the point of Start- 
. _ -i.-jtion of this route, for a long stay in the saddle, would 
■ i-_— -z Hiils, West Springlield, Chicopee, Springfield, and 
...... 'e^ksville. The distance is 27 m., and the chance of com- 

■ u ic;? is better than in the case of the 30-m. and 21-m. routes. 
1 :. ii to see the competitions of the local club take the form 
., .c--rc!n the victory should be given not lo the fastest rider, 
..^ •-0 covered the most miles of roadway without leaving his 
i_:.T^ his course. The effect of such contests would be to fix 
. J ^S'ia the fact that the region has such an unusually large 
~.'^ roads as to make it an attractive place for bicyclers to 
.;■: -.Ddividualiy. and an appropriate place for the race-course 
_:>^ which may be annually made the scene of their largest col- 
. -zs:* and exhibition!. Yet, the proportion of good roads ought 
_■=■. »nd the (|ualily of the best of them ought to be still better, 
^i: the ullimale Influence of the " tournament " will be in the line 
r-:^ to puM hath of these desirable things. 

- : Himi'-l"" limiily "(N, V. : J, B. BetriaCD.,36 Vtsey at, 1874, pp. 70, 
----«J ^il ■B>*i^w ill il"! lirupiraiJQn of thia chapter. Wall mapa of Springfield 

rt arhl •™ *!"■ '"ii^il by the stmt publishm. G. H. Walker & Co., 160 

n ii likely to ti> ad- 
The II chipien. or 

.yi" (HcDUn Smiih) 

iHUiijlg them, on Ifae 

^e*t Spring5eld ' uu) 

illeu wilh vhicb Geo. 
upon the qiuhit bEqoc 
inoTy gTOUDds, where 
bnark which dcservei 
CouTI Square, which 

I Ihe w. leminiu of 
■mcrlyciUedlhe B4y 
n which all the «her 

ned Ihe New Haven 

It he the foUowIiit n. 
8o] ; "Theroadiof 
.ence the inhabilanti 
1 muliliude of >>nn- 

i paralLeL lo nilwiy, 
10 weal end of North 

L. I^arkin, third, by 
Campbell (third) had 

It the bridge; 
near Smith'. 

ird wu kept of the 
a (July 8, '»4) led 


• Sprii«fcld iod it. environ. •'; »d , report . 

rf 11 n»y. t 

1 ibe pre«nl ch»i*H. The lidM mi > meinb 

«of theU 

<. Augut 17, iS}2), whose record fat Ihe year 

nning opeDH oC whicb for i,j» a. wen 

leu than | 

riding in Ihe ifinnE of 'Si, but kept no record for tint two KiiKmi 
niffal, catrriDg E wr l rin r ejclometer but no lanEcm, though the m 
he wenl Ibnm^ Beriin Center and New Briuin to HunfonJ, .t >. 
■aduuhlbee«(.ideiiHUeloSpriiigfield(4Sni.),il&iS A' U' "> 
did BDd caiue ■ diamounl, eitcept once on a tide path, under the 
aa3w»,li*bu"riddenupalllbehiJla." After a halt of | h. f 
P.LnicT u 9.40; waj accompanied tfaence to West Brimfteld by 
Braokfieldal ii.ia<g; m.); •lopped i h. {or dinner; Worce.ter i 
60a al »! Pepperell U 10. This is only lo in. from Nashua, 
waDdenng frotn the proper tnck on the way thither, » that the eo 
I>.1{ A. H, The recocd wai then ij; m., whereof leu than 5 m. I 
thi. lui sage of the journey a heavy miil or light rain pnvailed, j 
in Ihe lanL The only other header was by daylight, before reachii 
cool atid cloudy, with wind rather againu me, but not strong enouj 

■nd Nashua; but, u I expected In £nd them wonie, the fact I 
muniged me la kick onwaid. Between Clinton and Ayer Jui 
•trtlch of mad, — abnoet like a race-track for 1 1 m. , — and this put 11 
of course, when I reached NaUiua, but not exhausted. Perha[ 
record thai I hare never used ardent s| 




voted to Tiding 4} m, additional by train), was reported 10 m? by I 
nd at New Haven, whoee day's ride af 107 m. between Springfielc 
described in the next chapter, a. well as his long stay in the .addle ()i 
twecn W. Haven and the Saugiluck (pp. ijS, 149). The fol1owin| 
Ihe record M prinied in the (fiw;, Jan 

mlOn. . 

■a*), » 

per ; then • 

ough H 

1 obliged to light my lantern i m. out of MeHden 
daiknesi, reaching Hartford at 9.10, 4^ m. Leaving there t h. U 
took the w. side of river, going up through Apwam, and reachin| 
m. Out of SpringfieM, by way of Bcraton turnpike, [ fDuruj san 
after a few milei of thi., 1 took to the railroad tiacka, and made | 
(B.30, where, being ordered off the track, 1 boarded (he tn 
at S. Framingham, from which pinnt I had heard the roods were 
like a race course ; and, Dwunling al te.o], 1 rolled off the first 16 
wrong madintothedty, Icouiuiied| doing the last 6 m. ; and 
(office of the ^1'. Wffrld),a is.4) p. m. of Oct. so, with a cyclome 
sent sn actual riding time of 17I h. After a bath and dinner, 1 : 
frtendrgoing several dmes around it, and back, a total of 13 m. M 
ncer, weighing 16I Iba., mihoui brake (Lillibridge saddle); andii 
(he end of the 14} m,, ihough h had had neither oil nor wrench at 
The League consul at Westboio', F. O. Swallow (b. Dec 16, i 

Park, eor, Tremont M., Bo«on, without leaving the Mddle,— ai* 
J, ». (1 h. j8 min., or an average of ..] m. to the h.) w 
which 1 had never before traversed % the next i\ m. repres 
of Qiesnul HiU Reservoir \ and I went (hence diiedly to 


" Thames," the historic name of a more famous English stream, is ap- 
plied in Cunneciicut to nothing else than the final section of a river or con- 
fluence of rivers, stretching entirely across the State, from the Sound to 
Massachusetts. At Norwich, Ibc easterly branch lakes the name of Qulne- 
baug, and the railroad for Worcester follows its general course, until the 
stream bends westward and finally disappears in little broots of Hampden 
county at Brimfield, near the feeders of the Chicopee river, flowing in the 
other direction. An easterly branch of the Quincbaug, called French river, 
similarly sinbs away into the ponds of the border-towns of Worcester county. 
The westerly brancb of the Thames at Norwich ia named Natchaug, and ill 
westerly branch, above Willimantic, takes the name of that town, which name 
afterwards gives place to Middle river, Furnace brook, and Roaring biook; 
and all three of these feeders take rise on the border of Massachusetts. 
Mashapaug Lake, just below the same border, has an outlet called Bigelow 
river, which forms another terminus of the Natchaug, though shorter branches 
of this are called Mt. Hope river, Fenton river and Sliil river. Hop river, a 
western parallel of the Willimantic branch of the Natchaug, joins it near that 
town ; and from there northward to Massachusetts (about 2j m.) the Willi- 
mantic river is closely adjoined by the Noribem railroad, which also runs 
alongside the west bank of its outlet, the Thames, for the dozen miles below 
I. long, and the little 
nearest the Sound. 
it, is the Thames, a 

nay characterize the 
1 the confluence and 
avily wooded, — and 
ng into its broad ex- 
ittach to any section 
icid beauties of the 

m Connecticat; but 
which I have cata- 
. border, so that the 
)se streams will ad- 


vance in a fairly direct line towards the coast. As all English roads lead to ■ 
London, so all these river-roads lead to New London, — a little old-fashioned 
dty (pop. 12,000), sleeping serenely on the west tank of the Thames, and 
rarely disturbed by anything more serious than regretful dreams of the brave 
old days when fleets of adventurous whale-ships made its name well-known in 
the world of trade. " I found very fair wheeling there in July," says a report 
which 1 printed in 1880; " the favorite route leading from the city hall and 
post-office, easterly through State st. and southerly through Bank st., for 
nearly } m.; then east and south along the shore-road to the Pequot House, 
nearly 2 m., and to the light-house, j m. beyond. The whole distance may be 
traversed in either direction without dismount ; and the two miles or so of 
shore-road, being composed of powdered oyster-shells, is as pleasant a place 
for a short spin as One need wish for." Local riders assured me, three years 
later, that they had occasionally gone northward along the river as far as 
Norwich without any serious trouble, but had never extensively explored the 
shore of the Sound, either to the east or to the west, — because of a general 
impression that the roads were sandy and unridable. I was told, too, that 
certain parts of the road leading through Niantic and South Lyme, were occa- 
sionally flooded at high-tide ; and I was recommended to take the hillier, 
inland road, as suppying the preferable westward course — at least to the 

It was on the morning of the last day of June, 1883, — four days after the 
completion of my touring experiences with the Down East Party, at Mount 
Desert (Chapter XX.), — that I faced westward from New London on my 
wheel ; and, as I silently turned my back upon the quiet old town, within 
whose limits and in whose behalf 1 had silently " struggled for the unattain- 
able " during the final week of six successive Junes, I felt both the regret 
which always oppresses a man when conviction comes that bis ideal is un- 
attainable, and the relief which always accompanies the consciousness that a 
long struggle is ended. My struggle had been to provide an ideal manage- 
ment for the annual race between the representative crews of New England's 
two oldest colleges, and to separate from it all subsidiary rowing contests, be- 
cause of their tendency to complicate the problem of providing a clear course 
upon a navigable stream. In lack of legal authority for controlling the river's 
surface, " moral suasion " must be depended upon for the enforcement of the 
needed regulations ; and this ceases to be a power to conjure with, just as soon 
as the rowing of small races in safety has deadened people's sensibilities to 
the truth that the most elaborate safeguards should he taken to avert dis- 
aster in the rowing of larger ones. In 1S7S, when "the mayor and leading 
citizens " invited me up to New London (to secretly serve as dtui ix maihina 
in helping them demonstrate the possibility of successfully managing, under 
extraordinarily difficult conditions, an event which had always been mis- 
managed elsewhere, on courses much more easily controlled), I found every. 
one ready to accept without question the minutest details of the precautions 


which I, in the name of the local committee, promulgated for the government 
of the river. The unanimous chorus in praise of New London management, 
which the newspapers chanted after the event, was the more significant be- 
cause of its contrast to their denunciations of previous mismanagement on 
other courses in former years ; but though it was repeated in the season f ol* 
lowing, and again, and again, or until the exceptionally perfect government of 
the Thames course came to be taken for granted, as a universally recognized 
fact which needed no comment, — my eyes were never thereby blinded to the 
dangers and difficulties which beset the management. The distance of its ad- 
vance ahead of all previous efiForts, as judged by outside critics, represented 
approximate perfection ; but, as judged by me, with an inside knowledge of 
its actual defects and possibilities, this great advance seemed less important 
than the distance by which the management still fell short of my ideal stand- 
ard. The final abandonment of this ideal as unattainable was forced upon 
me by the stupid persistence of one of the competing colleges in bringing 
subsidiary contests to the river, and thereby impairing the popular belief in 
the necessity of any rigid rules like " No unofficial boats to be in motion at 
the time of the race.** The extent to which these wretched little side-shows 
demoralized public opinion was made plain by the fact that the Collector of 
the Port who, in '78, vigorously proclaimed for me, through the columns of 
his newspaper, the necessity of obeying the rule just quoted, openly violated 
it in '82, by running a private steam-tug in the wake of the race. This act 
was a disheartening token that my ideal of good-management was never likely 
to be realized ; and when, a year later, I learned that the sagacious railway 
superintendent who, from the outset, had put at my command the men, mate- 
rial and money needed to effect a respectable result, was about to remove 
from the State, I definitely gave up my " struggle for the unattainable," as 
aforesaid. I abandoned my dream of creating " an ideal environment " for 
the annual boat race. As I turned my back upon the city, that summer morn- 
ing, I also resolutely put behind me all thought of ever again attempting to 
realize the great scheme which had possessed my mind for more than a 
dozen years. I saw that life was too short. From that day forward, I have 
ridden no other hobby than the bicycle I 

I had to walk with it, however, up the hill leading westward from New 
London at a point a little beyond where the shell-road for the light-house, as 
before described, branches off to the left. At the fork, 1} m. further, where 
the left road points for Jordanville, I took the right, reached a roadside well 
of excellent water in 2 m., and Niantic river, 2 m. beyond, at 10 o'clock. The 
track was sandy up to this point, but afterwards it grew harder, and the side- 
walks and paths were generally good, — so that riding rather than walking 
was the rule. A mile beyond the river, I passed the post-office and store of 
Flanders (East Lyme), and at the school house in the fork of the roads, 2\ m., 
I tamed to the right, passed Rogers pond, 3 m. ; reached the main street of 
Old Lyme, 2 m., found good riding on the w. sidewalk as far as the store and 


church, I m.; and got (o Clark's hotel, at (he fetry on the Connecticut river, 
1 m., at I o'clock. I had been 5 h. in doing the 17 m,, and, as 1 indulged in no 
very long slops, a poor average of roadway is indicated. The clusters of laurel 
blooming luxuriantly in the woods, and from high rocks overhanging the 
road, gave that forenoon's route a rather pleasant place in tny memoiy, hoW' 
ever. A row-boat summoned by a horn from Ihe other shoie, took me across 
the river, after dinner ; and the necessity of climbing several cherry trees and 
of hailing for a shower at Saybrook Junction (2 m.) resulted in my leaving 
that station as late as 4 o'clock. The next hour brought me to Ihe church 
and post-office in Westbrook (5 m.) 1 and a similar time and distance took me 
past the Morgan School in Clinton (with its monument to mark it as a rest- 
ing place of Yale College in 1705), to the comer or street crossing, where I 
left the main road, and wheeled down to the shore (I m.), in order to spend 
the night at the Bacon House. The houses and sidewalks or paths were 
pretty nearly continuous during this afternoon's route, instead of exceptional, 
as during the forenoon's ; and I found one specially good stretch of 3 ro., 
after leaving Saybrook Junction. It was here that I completed my 7,000th 
m. ; and my record for June (20 riding days, in N. Y., Mass., Me. and Conn.), 
was just 400 m., whereof the repetitions amounted to not more than 30 m. 
My afternoon's progress would have been faster except for the mud which 
was caused by the shower ; and the entire (rack from Saybrook to New Haven 
may be called continuously ridable. 

I had an extremely pleasant ride to New Haven, the following forenoon 
(zy m. in 5 h.), through the dear, bracing air and bright sunshine, on roads 
quite free from dust and mud. From the corner in Clinton to the flagpole in 
Madison (4 m.), 1 kept mostly on the sidewalks, and I was 1 h. in wheeling 
thence to the green in Guilford (5 m.), where I decided to leave the turnpike 
in favor of the shore road, and so followed the telegraph line out from the 
t. w. corner of the green and turned 1. with (he poles at the first fork. The 
road across the marshes supplied goodish riding, though it isoverflowed when 
the tides are very high. On a hill on Leete's Island (3 m.), I stopped before 
a little gravestone at the left of (he road ( 
Lee(e. shot here by the Enemy, 18 June, 178 
to the sUtion a( Stony Cieelt (2 m.), whence 
I found (he riding almost continuously good, 
I went without stop to the summit of the 
stop to the watering trough near Tomlins 
entered New Haven.' The dock of (he Ne 

1 1 believe >hi< i< Ihi only one nf ihc old cil 
planned and tied al Ihe very beginning. T 
emignnliwho fauuled New Haien, tmo and 
of a hiK-niilE iquare, boanded b; State and V 
GeotB. iU., running neaHre..Ddw. TliL. u 
Cfatiidi and College ns., parallel 10 Ihe Gnl pi 



: from it without dismount to the city hall on Church 
ny route being alangaide the car tracks to WoosCer b[., 

its prolongation, over the railway bridge, then a few 
i Crown St., which soon crosses Church st. at right 
ie&« Btreels, and many othera in the city are macadam- 
rge number of the New Haven sidewalks are without 
ssings, long rides may be taken continuously on their 
)yster-shells supply a smooth surface for several of the 
the one to Lake Saltonatall, which I should have men- 
cl of water that I passed after descending the big 
'hose roads ate of red clay. I might also have made a 
another shell-road, if I had turned 1. at the crossing, 
hing Tomlinson's bridge, and gone southward, along 
le harbor, to Morris Cove (3 m.): or, if I had turned r. 
should have had aaimilar smooth track to Fair Haven 

may be crossed, and entrance be made to the city by 

city in that way eleven weeks previously, on the day 
egan my fifth season as a tourist, by riding down from 
e stretch of shell-road from Montowese to Fair Haven 
nt riding I had during the last section of the journey, 
anary, accompanied me, that afternoon, from Meriden 
wobably accounts for my doing the distance (7^ m.) in 
as well as for my having two aide falls in sand ruts, — 
lave attempted to plow through, had 1 been alone, in- 
r the lead of such a distinguished " slayer." We did 
rn,for our road was alongside the pond which lies just 
that the road grew sandier from that point southward. 
J I. from the straight pike for New Haven, and. after 

the church in North Haven ($ m.), and finally (3 m.) 
I before named. I was almost z h. in getting across 
ngford, and I do not recommend the route. Eight 
I used a part of the same track, in riding from Meri- 

M. to 6 P. M., 3S m.), when an inch of fresh snow had 
of danger to the frozen ruts. From the Winthrop 
e sidewalk on Cook av. (1 m.), and thence to the rail- 

at mmtd thtrt 

(ore bound Iht ctnlr.! tquiK o( Ih. nin., »hich 

iher right h.« 

achtwrxubdiTidedinioloutuninertquireti but 

^■ml™ h^, » 

HaTtn nnk n 

« in n« u BoMon inHmg the d>>» of New Eng. 

■treiti lake in 

oblique -■■ ■ - the border, of Ihe «igin»l 

. now appein d 

n ihE <nd ino.1 regubr feaiuxe 

ikh hai b«n 

pretty n eicelleni hand-book 


way culvert (2\ m.), I made fair progress. At the fork, 2\ m. on, where I 
turned 1. towards Wallingford in April, I went up-hill to the r., and rejoined 
the mam road again in i m., near the stone marked *' X. m. to N. H." I took 
the ]. at the fork where the r. leads to Hamden, and I turned squarely to the 
1. about 3 m. below the stone. Much walking was required during the 3 h. 
which I gave to the 9} m. ending at this point ; but the next 2 m. were mostly 
ridable and brought me near the railway station at North Haven, where, with- 
out crossing the tracks, I turned r. and proceeded along the side paths to 
New Haven (7^ m.) at noon. At the fork, where the sidewalks of the main 
street in West Haven terminate, and where, in previous trips, I had turned I. 
for the shore road, I tried the experiment of turning r., over the railway. 
An experience of 1} h. on rough and hilly roads (there had been no snow-fall 
in this region, but the sun had sufficed to make considerable mud) carried me 
5 m. to a junction with the turnpike at the brook 2 m. from Milford, where a 
sign says " 7 m. to N. H." The first 5 m. of this is noted in my chapter on 
" Winter Wheeling,** as " a straight stretch through a sandy, deserted and 
altogether uninteresting country, — perhaps the meanest section of the entire 
tour, — ^and I was i h. in getting over it.** The turns and windings of the 
route just described, however, are so numerous, and there are so many forks, 
that a tom-ist who tried it in approaching New Haven would be apt to go 
astray. I recommend, therefore, that, in leaving Milford for the city, the 
shore road be taken, — by turning r. from the n. end of the green. 

When I started out through the snow-covered streets of Meriden, that 
morning, my plan was to follow the advice of some New Haven riders, who 
told me of a good road leading through the hills to Mt. Carmel, from a cer« 
tain point in the turnpike near Wallingford ; but I managed to miss it, and so 
kept straight down the Quinnipiac, as before reported. A Meriden tourist 
also writes : " I recommend any one coming here from New Haven to take 
the first road to the r., n. of Mt. Carmel, as the route through Cheshire is 
more indirect and sandy.*' That route, with all its faults, however, I have 
found preferable to either of the two other paths that I traversed in *83 be- 
tween Wallingford and New Haven. The chapter on " Winter Wheeling ** 
describes the road to Cheshire, and thence directly to New Britain ; but in 
April, '84, I rode from New Haven to Meriden, and back again, by the 
Cheshire route, and I tried it a third time (Dec. 5, '84) as a part of a day's 
tour from Meriden to Bridgeport, 40 m. From the Cheshire Academy the 
tourist should go eastward 1} m., northward along a smooth ridge } m., follow 
telegraph poles around a curve to 1. and then r., on a down grade, to bridge, 
1} m. ; turn there to r., and at sawmill turn 1. and follow pleasantly shaded 
road along a brook to pond (2 m.), where he should not cross bridge at I., but 
keep right on for i m. to South Meriden (Hanover), though, on the outskirts 
of this, he will turn 1. at the road which comes directly over the hill from the 
sawmill. Thence to Meriden is 2 m., ridable without dismount. I was 2 h. 
in getting from Cheshire to Meriden, on the first occasion (which was my last 




e), let 
t East 



8. of Berlin ; but whoever turns 1. at the fork, as I prefer to do, should turn 11 
at the next chance which offers.^ 

1 About the middle of September, 1883, roads and weather being favorable, Dr. T. S. Rost, 
Captain of the Meriden Wheel Club, drove a 56 in. wheel by this route to New Britain and 
Hartford (about 23 m.) without leaving the saddle. On December i, ^83, William Collins, 
of the same club (whose day's ride of 155 m. from 4his town to Nashua, N. H., has been re- 
corded on p. 138), starting at 5 a. m., reached Springfield in about 6 h., and arrived home at 8 
p. M., with a record of 100 m. shown by the 50 in. cyclometer which was attach^ to his 5a in. 
wheel. A more remarkable day's run by the same rider (May 31, '84, 4.30 a. m. to 8.20 p. m.) 
extended &om the Grand Union Hotel, 42 st. and 4th av., N. Y., to Meriden, — ^his route being 
through 5th av., Central av., past Jerome Park and Woodlawn Cemetery (near which he made a 
detour of \ m. in losing his course) to Mt Vernon and New Rochelle, — which point he might 
much more readily have reached by the shore road (p. 73). He took the direct pike from Milfoid 
to New Haven ; and the Dixwell av. route thence to Centerville and Cheshire. He had lunch 
at Jerome Park, breakfast at Mt. Vernon (^ h.), dinner at Southport (z to 1.30 p. m.), reached 
Bridgeport at 2.30, and New Haven at 5.30 o'clock. His longest stay in the saddle was be- 
tween there and Cheshire, and his longest stretch without rest was between Southport and 
New Haven. "The weather was cool and pleasant," he writes, '* and the idea of attempting the 
trip first occurred to me when I reached the hotel, the previous evening, after a ride to Hemp- 
stead, L. I., and back. I make it a point, on such long trips, to dismount at all hills, in order 
to save myself for the finish ; but I think, if two days were given to the journey, the whole 
distance from New York to Meriden could be traversed, without a single forced dismount." 

A ride of June 23, '83, from Fair Haven to Ridgefield, which adjoins the most northeast- 
erly town of Westchester county, N. Y., was thus reported to me by John H. Whiting (b. Nov. 24, 
1849; S^^* Y^c 1^^ School, 1876) : ** Started at 3.15 a. m., to avoid heat, and passed Savin 
Rock, Milford, Stratford, Bridgeport, Fairfield, Southport, Green's Farms, and Saugatuck to 
Westport (35 m.), at 9 a. m. My first 8 m., to Tyler's Point, were without dismount ; the 6 ra. 
thence to Milford required \ m. of walking ; the 3I m. to Housatonic river at Stratford required 
perhaps | m. on foot ; the xo or 11 m. thence to Southport forced only one dismount ; and the last 
7 m. to Westport made me leave the saddle thrice. Resting there \ h. for lunch, I proceeded to 
Wilton, 6 m. ; lost my way there and went nearly to Redding; thence by newly-made, rough 
country road to Branchville, 3 m. ; and to Ridgefield (4 m., mostly up-hill), at 1.30 p. m., the 
whole distance being nearly 60 m. , though the length of other routes to New Haven is from 45 
m. to 50 m. I rode a 50 in. Harvard, for I believe in a small wheel, and learned on a 46 in. 
I frequently go 25 m. or more without any other rest than is implied in a brief stop for a glass of 
beer, but I rarely have time to indulge in a straightaway ride like this.'* The same rider afterwaids 
prepared for me a statement which I printed in the IVAeeiQaxu 23, '85), and now reproduce, 
with slight verbal abbreviations, as follows : " This is to certify that Dr. N. P. Tyler and my- 
self left New Haven Nov. 4, 1884, for a run to New York City and return, but were prevented 
by the rain from going further tlian White Plains ; that we reached Bridgeport, 20 m., following 
the shore road, in 2 h. 5 rain., and South Norwalk, 36 m., in exactly 4 h. Dr. Tyler rode from 
New Haven to the Saugatuck river with but two dismounts, and the distance between the first, 
in West Haven, and the second, beyond Green's Farms, was 25^ m., measured by both a Mc- 
Donnell cyclometer and an Excelsior cyclometer. The absence of the bridge over the Sauga- 
tuck compelled us to cross by the railroad bridge, or we should have reached South Norwalk 
without another dismount. We reached Stamford, 44 m., 5I h. after starting. Wednesday I 
rode from White Plains to Milford, 51 m., inside of 9 h. ; running time, 7I h. Dated at New 
Haven this 8th day of Nov., x884« John H. Whiting. Subscribed and sworn to this 8th day 
of Nov., 1884, at said New Haven, before me, Julius Twiss, Notary Public." 

Dr. Tyler himself adds the following details : " When we left Stamford, at 2 o*dock, after 
halting I h. for dinner, there were dashes of rain, and the road became heavy. We went 
through Greenwich, and then struck w. to Glenville, but were compelled to turn s. again across 



" Thames/' the historic name of a more famous English stream, is ap- 
plied in Connecticut to nothing else than the final section of a river or con- 
fluence of rivers, stretching entirely across the State, from the Sound to 
Massachusetts. At Norwich, the easterly branch takes the name of Quine- 
baug, and the railroad for Worcester follows its general course, until the 
stream bends westward and finally disappears in little brooks of Hampden 
county at Brimfield, near the feeders of the Chicopee river, flowing in the 
other direction. An easterly branch of the Quinebaug, called French river, 
similarly sinks away into the ponds of the border-towns of Worcester county. 
The westerly branch of the Thames at Norwich is named Natchaug, and its 
westerly branch, above Willimantic, takes the name of that town, which name 
afterwards gives place to Middle river, Furnace brook, and Roaring brook ; 
and all three of these feeders take rise on the border of Massachusetts. 
Mashapaug Lake, just below the same border, has an outlet called Bigelow 
river, which forms another terminus of the Natchaug, though shorter branches 
of this are called Mt. Hope river, Fenton river and Still river. Hop river, a 
western parallel of the Willimantic branch of the Natchaug, joins it near that 
town ; and from there northward to Massachusetts (about 25 m.) the Willi- 
mantic river is closely adjoined by the Northern railroad, which also runs 
alongside the west bank of its outlet, the Thames, for the dozen miles below 
Norwich. The eastern border of the State is nearly 50 m. long, and the little 
Pawcatuck river serves as a boundary for the 8 m. nearest the Sound. 
Parallel to this stream, and about a dozen miles west of it, is the Thames, a 
really noble sheet of water, whose scenic beauties I like to imagine as a 
magnificent aggregate of all the lesser attractions which may characterize the 
wide-stretching network of littler rivers whereof it forms the confluence and 
culmination. Shut in by lofty hills, — many of them heavily wooded, — and 
with occasional rocky promontories or headlands projecting into its broad ex- 
panse, there is a certain majesty about it which does not attach to any section 
of its distinguished namesake, though I recall the placid beauties of the 
English Thames as something very dear to me. 

I have never attempted any inland wheeling in eastern Connecticut ; but 
its map shows that roads closely adjoin all the streams which I have cata- 
logued as converging southward from the Massachusetts border, so that the 
tourist who simply follows the current of any one of those streams will ad- 

iFrom Thi Sfrh%gjiild WkflnunU GautU^ June, 18^. 


the public green and on the streets." Considering that I was then a resident 
of the city, in my early bloom as a brown-coated Freshman of Old Yale, it 
grieves me to record my personal absence from the green and streets, during 
those historic hours. The exhibition could hardly have excited much general 
attention, however, for it was not discussed at all among the undergraduates ; 
and if any allusion to it was printed in the city papers, I failed to read 
the same. It may have happened during the three weeks* April vacation ; 
but, at all events, nearly three years more slid by before my young blood was 
first fired by the magic name " veloss,'' in the opening days of 1869. 

A pilgrimage along that primal path where the pioneer tourist, Pierre 
Lallement, had hopefully pushed the prototype of all existing bicycles, seven- 
teen years before, was a thing which appealed to my historic sentiment, as the 
correct caper to indulge myself in. Accordingly, I did indulge in the pilgrim- 
age, some months before I saw the suggestion in the Wheelman, or learned there 
that the ^2,000 for which I^allement finally managed to sell his patent on "the 
crank idea," formed the richest reward that he ever reaped for his ingenuity 
in ** setting the world on wheels." Twenty-six days had my bicycle rested in- 
gloriously in a stable, when I dragged it out (July 27, '83) to face the fierce 
glare that beats upon a New Haven sidewalk in midsummer, and drove it 
along the same, through West Chapel St., past the new Yale Athletic Grounds, 
to the cross-road connecting West Haven with Westville. The latter part of 
this distance (2 m.), after leaving the sidewalk, was most of it too sandy for 
riding ; and I halted just beyond here to listen to a laughing negro's story of a 
dog that barked at me from a distance and then hurriedly disappeared. " I 
saw dat ar dog run into by a bicycle on Whalley av., a few days ago," said 
the man. " He frew de feller off, and den he lipt hom'erds two mile widout 
stoppin*, — ^worse dan dem greyhounds useter, down to New Orleans." Sand 
continues for another \ m. to the toll-gate (2 o'clock), where stone on 1. sa3rs 
•• 3 m. to N. H." Thence the track is generally ridable to the cross-roads 
(5} m. in I h.), near which is an advertising plank, "8 m. to N. H."; — the de- 
scending road here, 1., leading to Milford, on the shore. The bridge over the 
Naugatuck river, just above where it flows into the Housatonic, at Derby, is 
ij m. beyond, and by it I cross into Birmingham, and wheel to the crest of 
the hill on concrete sidewalk on 1. ; crossing the street there and ascending 
another slope to r., on r. walk, past the soldiers' monument, and so to the s. 
bridge at Ansonia, 2 m. This is the course where Pierre Lallement " took 
the first regular header from the first crank bicycle known to our history " 
(pictured in the Wheelman^ p. 10) ; and the distance between the two bridges 
may easily be done in either direction without a dismount. The more direct 
road, which joins them on the e. side of the river, is also said to be ridable. 
My afternoon's record, with detours at each end of the route, was 15 m. I 
tarried a day in Ansonia, with a lawyer who was my academy classmate twenty 
years before, and whose character as a wheelman I now first discovered. 
Stress of weather, however, prevented our making any trial together, e: 


on foot, of the vanous steep sMewalka of smooth concrete, where the local 
lidets delight to test their prowess as hill-climbers. I had a chat with a man 
who worked in the same machine-ahop with Lallemenl, during nearly all the 
period of his stay here in 1865-66. He recalled him 13 a pleasant young fel- 
low, whose good-nature made him popular among the other workmen, and 
whose inability to use English, except in fragments which he had " broken " 
to a very Prenchy manner, led them very generally to call him by the nick- 
name " Crapoo." This variation of " Johnny Crapaud " was doubtless easier 
to utter than " Lallement " ; but the tact of its being in vogue serves in its 
way to confirm the testimony of myinfoimant that theutterers all looked upon 
" Crapoo " with a sort of good-natured contempt, as a man of no particular 
account. lie did not impress them at all as a possible invenlor, even pro- 
spectively ; and as for his two-wheeled hobby-horse, by whose contortions 
upon the street, when working hours were over, he caused them to laugh, 
they never suspected that it contained any idea worth patenting, or that he 
himself thought he had discovered anything important when he put it to- 
gether. The Ansonian tradition of Lallement, if his fellow-workman gave it 
to me truly. Is that of a light-hearted and intellectually light- weighted young 
mechanic, whose animal spirits found casual vent in rigging up an amusing 
toy, 10 play with upon the streets ; and whose relative helplessness (resulting 
from ignorance of the language and customs of America) caused the others to 
treat him with a certain kind indulgence, as if he were a sort of sprightly, 
grown-up child, who "wasn't to blame for being a foreigner." 

My next day's ride of 40 m. led up the valley of the Naugatuck to 
Waterbury, 17 m., and thence northwestward up the hills to Litchfield. 
Crossing the n. bridge of Ansonia at 10 o'clock, I went up-hill to the water- 
ing trough, where I turned r. and proceeded 3 m. to the fork, making one 
disniouiit about midway, where I first reached the river level. The 1. road at 
the trough supplies a ridable surface back to Birmingham. At the fork I took 
the r., though the 1. would probably have done as well, for the two converge 
in I m, at the pond by the church in Seymour, where I designed to cross the 
river; but as the bridge there, by the Wilbur House, was in process of re- 
pair, I mounted again and went along the west side of the pond, then over 
the north bridge and railroad, without stop tn the hill. I found a little sand 
at the foot of the descent before I reached the first of the small bridges be- 

■U. tki. nnnif fl m 1 ■ unil T Ik*., rn,\t. i ti ..:<l,n.,t stOp, Up a long Sandy 

ng another stony hill, I 
op of a big hill, opposite 
rhile the "Beacon Falls 
se by E. Brown," with a 
t a distance on a cinder 
ontinuoua though gentle 

the >- ' >> sur. 


face. Having disposed of dinner in f h., I rode 1 1 m. to the fork on the hill 
and to this point a man might, by good luck, wheel without stop from the 
pond, 9 m. below. He might also continue from this point without stop to 
the green in Waterbury, then w. across the bridge and n. to the fork, 5 m. 
I reached that fork in i h. after leaving the hotel, — having made many stops 
in changing from one sidewalk to the other, on account of the mud in the 
street. Taking the I., I passed the Oakville post-office and store (1} m.) and 
reached the hill in Watertown where the churches stand (2J m.) at 3.30 
o'clock. Here I turned off from the direct turnpike for Litchfield, and went 
up a hill to I., surmounted by a big summer hotel, around which I turned to 
the r., and again at the fork took the r., past the fair grounds, to the 
post saying "3J m. to Morris; 3J m. to Watertown." Just i m. beyond 
this post, I turned to r. and climbed nearly to the crest of the hill at the 
cross-roads in Morris, 3 m. The spires of Litchfield soon came into view ; 
and it was not until I had walked up the last slopes of a long hill, and 
reached the level of the village street, that I enquired the route to Bantam 
Lake, and discovered that I should have turned 1. i m. below. However, 
being on the summit, I thought I might as well ** see Litchfield " ; and so I 
sped along the w. sidewalk \ m. to the Mansion House (the opposite hotel is 
the " United States " ; while the " Lake View," a larger and more fashionable 
establishment, is \ m. to the west), and \ m. beyond, to the end of the North 
street ; then back by the e. sidewalk to the starting-point. I rode down the 
long hill, and made the turn 1. i m. beyond ; whence if m. of riding and 
walking brought me to the Bantam Lake House at 7.30 o'clock.^ 

1 The sun shone bright, that day, but the air was very cool, and a strong breeze from the 
south was generally a help to me. The scenery along the entire route was varied and attractive. 
Most of the roads which I traversed were probably at their best, because of the previous day's 
showers. The first part of them, indeed, would hardly have been ridable except for thb ; and 
when I walked down the Litchfield hill, two days later, the sand seemed so deep that I should 
not have attempted to ride down, had my wheel been with roe. From Waterbury the trade 
through the Naugatuck valley was said to continue good as far n. as Winsted, — say 35 or 30 m. 
Though I kept on the e. bank from Seymour to Waterbury, a road reaches from that city down 
the west side of the valley to Birmingham, and thence to Stratford ; but the final section of 
il is reported sandy and unridable, — the road through Derby and Milford supplying a preferable 
route to the Sound. In Ansonia, as I should have remarked before, the favorite stretch <rf 
concrete, for the up.grade trials of wheeling, is the sidewalk of Foundry Hill, beginning at the 
self-same foundry where Pierre Lallement was employed, twenty yeauv ago. There is said to 
be good riding from Waterbury to Bristol (10 or la m.), thence to the adjoining town of Plain- 
ville, and so to New Britain. Westward from Bristol, the direct road for Litchfield (say 15 m. 
or more) leads through Terrysville, Thomaston and Northfield ; and '% is said to be ridable. In 
the summer of '791 l^r. G. F. Fiske, who was then an undergraduate at Amherst, toured from 
New Haven to Poughkeepsie, by way of Birmingham, Oxford, Roxbury and New Milford. 
" We had lots of walking to this point," he writes; " but we thence rode straight across, over 
Plymouth mountain, to the Hudson, and had wheeling most of the way." 

Litchfield quite won my heart as a type of the quiet, old-fashioned and eminently-respecta- 
ble New England tovm at its best estate. It is well worth visiting, if only for the sake fA 
convincing one's self that such placid villages really do exist, undisturbed by the msh and roar 



Resuming my tour at 5.30 o'clock on the morning of August i, I went to 
the Litchfield post-office (3} m. in | h.) by the w. road, directly from Bantam 
Lake to the Shepaug terminus, — ^the half-mile hill from there to the post-office 
requiring considerable walking. At the end of the sidewalk of the North 
St, I took the 1. road for Goshen and made my first dismount in 3 m., at the 
end of a long hill ; then walked up and rode down a succession of soft and 
sandy ridges for f m. ; then sped along the smooth clay surface for 2\ m. to 
the flagpole in front of the Goshen House, where I halted at 7.30 for an hour's 
rest and breakfast. The latter half of this final spin was undulating, but the 
first half afforded i m. of perfectly level riding, along the hill-top, with beau- 
tiful views on either hand.' From the hotel I faced eastward for 1} m., to 
the crest of the next parallel ridge, along which I rode northward. Just a 
few rods above the point of turning, a white marble slab says to the tourist 1 
" Here stood the Liberty Pole in 1776." Along the hard loam surface of this 
historic hill-top, whose grade slopes gradually upward, with one or two quite 
difficult pitches, I sped along without stop to the cross-roads (z\ m.), having 
superb mountain-views bounding the horizon on both sides of me for the 
entire distance. No stop was needed at the cross-roads, where the decline 
began, nor indeed until I reached the next up-grade, i m. beyond. After this 
I had I m. of up-and-down, through the woods, where much walking was 
needed ; and then i m. of riding, in the open, and so down a difficult slope to 
a brook-side school house at South Norfolk. The next mile was mostly afoot 
and up-hill to the cross*roads sign " Goshen 9 m., Norfolk 3 m., Winsted 8 m." 

of the railways, and unniffied by the fret and bustle of " fashionable summer-resort people." 
All the residences seem to shelter well-to-do owners, and almost none of the residences seem 
constructed for the purpose of proclaiming the owner's wealth. Many of the houses exhibit 
above the central doorway a date that indicates a century or more of history ; and it soothes 
the nerves of the sentimental tourist to find such kindred spirits who are able thus to take 
pride in living within the same wooden walls that afEorded comfortable and dignified shelter to 
the worthies of Washington's time. 

The Shepaug river, a branch of the Housatonic, takes its rise at Bantam Lake ; and it gives 
its name to a little branch-railway, which creeps along its bank from the main line, and, once in 
a while, furtively sends a little train to quietly put down its paJssengers at the little terminal 
siatioo ** behind the hill of Litchfield." But the placidity of that noble hill-top is not im- 
paired at all by this lowly reminder of the struggling outside world. The locomotives of the 
Shepaug, whra not entirely disabled and out-of-commission, perfectly understand the pro- 
prieties of the place, and even in their most rampant and hilarious moods, " roar you as gently 
as sucking doves.'' They are proud, too, of Bantam Lake, as the largest pond in Connecticut. 

> The village of Sharon is about 15 m. due west of Goshen (Cornwall being the interme- 
diate town), and I presume that most of the distance could be ridden, though a mountain range 
would have to be crossed ; and from Sharon a good road extends w. through Amenia to Pough- 
keepsie on the Hudson. A n. w. road from Goshen also leads directly to South Canaan (10 m.) 
and from there, or from a point s. of there, a w. road leads to Lakeville ($ m.), whence to Sharon 
(about 8 m.) good wheeling may be had. A road winds through the mountain-passes e. from 
Sooth Canaan to Norfolk (about 8m.); and a n. w. road from there extends along the railway 
and the Blackberry river to its junction with the Housatonic, in North Canaan, the border-town 
adjacent to Sheffield, in Maasacbuaetta. 


After crossing the railroad bridge, I rode up a long, sandy grade, with fine 
views most of the way (2 m.)> ^nd then passed through the little park in 
Norfolk to the ''store" (i m.), at 11.30, where I rested an hour and munched 
a lunch, as a hotel dinner could not be obtained until i o'clock. I had now 
traveled 21} m. from the lake ; and when I dismounted at the Carter House 
in New Hartford, at 6.30 P. M., my day's record was 38 m., but the afternoon's 
route is not worthy of much praise. Between New Haven and Norfolk my 
cyclometer registered 77 m., and I can recommend the track to any tourist 
who likes to trail his wheel among the hill-tops; but, from Norwalk, he 
ought to proceed n. w. to Sheffield (say 12 or 15 m.), where he will meet the 
excellent road leading northward through the Housatonic valley to Pittsfield 
(say 30 or 35 m.). My own course from Norfolk was eastward, however, and 
I devoted i h. to traversing the 4 m. which brought me to the cross-roads 
post saying " I m. to Colebrook." A half-mile beyond this a heavy shower 
drove me to take refuge in a farmer's shed ; and the track was very muddy 
when I started on, i h. later, and plodded across hill after hill to a fork, whose 
1. branch, marked " Hitchcockville," would have taken me to New Hartford, 
by way of Riverton and Barkhamsted, whereas the r. branch did take me 
there more directly, by way of Winsted. 

It should be understood that, at this fork, I definitely turned backward 
from my objective point (Springfield), in the hope of finding better roads 
which would render a roundabout route thither practically shorter than the 
direct one. Otherwise I should have turned n. at the previous cross-roads 
(which was only 5 m. from Massachusetts), and gone through the villages of 
Colebrook and Colebrook River to Tolland ; thence e. through the sands of 
Granville to Southwick and Feeding Hills, or else n. e. from Granville to 
Westfield. From there to Springfield (9 or 10 m., see p. 120), or from 
Feeding Hills to Springfield (7 or 8 m., see p. 123), one may ride without dis- 
mount. I probably should have had fewer miles of walking or of poor riding 
on that unexplored route than on the much longer one which I did in fact 
traverse. The distance backward from the fork to Winsted was 4 m., along 
a winding, sandy, southward descent, with an occasional short up-grade. The 
air was sultry and sticky, after the shower, in contrast to its bracing quality 
in the forenoon ; and I walked as much as I rode. From a laurel arch, which 
some firemen were erecting on the outskirts of the town, I went i m. on side- 
walks to the post-office ; whence the highway follows the general line of the 
railroad along the Farmington river. It would probably all have been ridable 
except for the rain, and I did in fact ride most of it, though I used i} h. in 
covering the last 6} m., ending at New Hartford. The Carter House, there, 
is a new and clean one, in pleasant contrast to the other establishment ; and 
its owner said that the direct s. w. road through Torrington to Litchfield (say 
15m.) supplies very good wheeling. 

The Farmington river (whose feeders reach over the line into Massa- 
chusetts) after taking a s. e. course for about 13 m. from New Hartford, 



suddenly turns back to the n. for a similar distance, running along the w. 
base of a mountain range to Tariffville, whence a s. e. course carries it to 
the Connecticut at Windsor. The village which gives its name to the stream 
lies on the outside (s.) of its remarkable bend, and is connected by good roads 
with Hartford (about 9 m. n. e., see p. 137), as well as with Plainville and New 
Britain. I think, too, that the river-road is good all the way from New Hart- 
ford to Farmington (CoUinsville and Unionville being the intermediate vil- 
lages), and that the mountain scenery of that westerly branch of the V-shaped 
Farmington valley must be quite attractive. The heavy morning mists hid 
the hill-tops from me, however, when I started from the hotel at 6 o'clock, 
and sped along the sidewalks i^ m. to the bridge. Crossing this, I rode on 
paths I m. and then walked } m. through deep sand to the second bridge and 
cross-roads where sign to the r. says " i^ m. to CoUinsville; 15 m. to Hart- 
ford.*' I kept straight on, however, up and down a succession of short, sandy 
hills and then along a level stretch to Hawks's tavern in Canton, where I 
stopped I h. for breakfast. The distance was 2 m., but the 3 m. route by way 
of CoUinsville could have been ridden more quickly. Indeed, if I had kept 
right down the river to Farmington, and crossed thence to Hartford, I should 
have reached Springfield sooner; or, had I turned n. at Farmington, followed the 
river up to Tariffville, and crossed e. from there to Windsor Locks, my course 
must have proved faster than the direct one actually chosen ; and I might 
have reached this river-road at Avon by going 3 m. directly e. from Canton. 
Instead of this, however^ I turned n. as soon as I crossed the railway, after 
leaving the tavern at 8.15, and took the 1. at the first fork. Getting around 
the base of the spur called Wilcox mountain (the southernmost of the chain 
which embraces Hedgehog mountain and Barndoor hills to the n.), I reached 
the Farms Village post-office, 4} m., in i h., and again made the mistake of 
continuing northward, instead of striking eastward for Simsbury and Tariff- 
ville. At the fork, by the second stone house, 2\ m. on, where the r. led to 
the hamlet of Salmon River, I kept the 1., and quickly got into a hilly region 
again. Soon after passing between the Barndoor hills, which mark the end 
of the Farmington valley, I toak a header, on a sandy descent, but suffered no 
damage. My only other spill in making this trail from New London to 
Springfield (along the coast to New Haven, and thence among the hill-tops 
of northwestern Connecticut, 185 m.) was a needless side-fall, just before 
reaching Litchfield ; though I let my wheel drop once, in a sand rut, the day 
that I left there. A heavy black cloud had been following me for some hours, 
when, just before noon, the rain began to fall ; and, soon after that, 18 m. from 
the start, I turned r. and rode for i m. along a level ridge, to a cross-roads 
(the village of West Granby being all the time in sight, i m. to the n.), and 
down hill for \ m. ; then s. and e. along the plain till an increase of the storm 
drove me to an hour's shelter in a shed. A little beyond this, where the 
woods skirt the plain and a sign says, *' 3 m. to Granby, s.," I turned n., and 

in less than 2 m. reached the house, at the junction of five roads, which was 


once well-known as Viets's tavern, — situated just about \ m. inside the north- 
ern border of the State of Connecticut. 

The road due w. from here leads over the mountains to Colebrook, about 
15 m., though I had traversed 33 m. since leaving that point, the previous 
afternoon. The s. e. road from Viets's leads to the old copper-mine on 
Turkey hill (3 m.), which was once a State's prison, and whose ruins are worth 
visiting. Ridable roads of red clay lead from there e. to Suffield and n. to 
West Suffield ; and the e. road from Viets's also leads through both those 
villages, and to the Connecticut river at Enfield bridge or at Thompsonville 
ferry. My own course continued n., however, nearly 2 m. without stop, spite 
of the drizzling rain, to the cross-roads just below the Methodist church in 
Southwick ; and the next 2 m. leading through the center of the village were 
said to be equally ridable. The inscription on the guide-board was " 4 m. w. 
to Granville ; 9 m. e. to Suffield," and I rode e. for i m. to the picnic grounds 
between the ponds, and halted there at 2 o'clock, to get dinner in one of the 
booths where other bedraggled pleasure-seekers were taking shelter from the 
storm. Beyond here, at the first fork, 1} m., I turned I. ; 1. also at cross-roads, 
1} m. later ; r. at the triangle, 1} m., on crest of hill, and 1. at base of it, where 
sign says " 9 m. to Springfield." This is the point to which a rider from that 
city may come without dismount, as mentioned on p. 123. I went straight n. 
to the second cross-roads, 2\ m. ; then up hill, e., to the park in Feeding Hills, 
) m. (stopping betimes to strap to my handle-bar an umbrella which had 
dropped from some passing wagon) ; then without dismount across the plain, 
spite of some up-grades and soft stretches, to the telegraph poles, 2} m., where 
the sticky clay soon brought my wheel to a standstill, when I turn r. to follow 
them. I cross the covered bridge over the Agawam, } m. ; pass the West 
Springfield post-office, \\ m. ; scale the church hill, and speed northward in 
the sunshine to the finish at 6 o'clock, — with a record of 39 m. for the 12 h., 
and of 2 m. for the final \ h., the only smooth spin of the entire day. I can- 
not say that I recall the day with special pleasure, or that I think the fore- 
noon's roads will ever swarm with bicyclers ; but as the scene for a quiet 
October ramble of a nature-loving tourist a worse choice might easily be made 
than these hill-tops along the Farmington valley. 

A route of 70 m., from Poughkeepsie to Lee (which I explored in making 
the five days' tour whose final day — Lee to Springfield — is described on p. 
121), may appropriately be mentioned here, as it included 15 m. of good 
wheeling across the n. w. comer of Connecticut. The distance from the 
Hudson river eastward to the border town, Amenia, is about 25 m., through 
a rolling country, most of whose hills are ridable — the longest of them being 
a short distance w. of the village just named. Deep dust, the result of a pro- 
tracted drought, covered the surface of most of the roadway when I wheeled 
from Poughkeepsie to the hotel in Pleasant Valley (7 m. in ij h.), at 3.30 
o'clock, that Sunday afternoon. An hour later, at Washington Hollow (5 m.), 
having delayed somewhat to converse with a local rider who accompanied me. 



I turned r. at hotel to the -watering-trough and toll-gate; and at the fork 
where stands the big tree, } in. beyond, I obeyed the sign which pointed to the 
Sharon pike. Pratt's hotel in Amenia, where I spent the night, is 10 or 12 m. 
from this point; and there I found all the people shivering, and bewailing the 
chilliness which had been increasing all the afternoon, until now, at 7 o'clock, 
the air seemed almost frosty. The contrast between this and the " heated 
term," so prolonged and intense, which had not really ended when I began my 
tour, two days before, was most extraordinary, and I was glad to assume my 
jacket before going in to supper. During this final hour, the hands of my 
Butcher cyclometer (which had registered all the revolutions of my ** 234, jr.," 
and whose accuracy I had not previously questioned) "stuck" at the i,oooth 
m.-point, and then jumped backwards a little. During the forenoon's ride, 
from Newbarg to Poughkeepsie, it had recorded only i6| m., as against the 
19 m. shown by the " Ritchie " of my comrade, whose familiarity with the 
road made him confident of the distance. So I estimated my travel that day 
as 44 m., though the record gave but 38 m. On the following day, the " thou- 
sands " dial of my cyclometer remained at zero, ui^til the " mile-pointer" had 
revolved four times, and then it began to count again regularly with that 
pointer, " 1,001," " 1,002," and so on. I found that the registry fell some- 
what short of the truth, however ; and the makers soon replaced the instru- 
ment by a newer one. 

The weather of that next day (Sept. 15, '84) was of an ideal sort for rid- 
ing, and I covered about 46 m. (9 a. m. to 6 P. M.), though my cyclometer 
registered some 7 m. less. I took the 1. at the fork, 2\ m. e. of the hotel ; 
and, after crossing a brook, i^ m. beyond, I observed on the r. a small marble 
monument, inscribed " N. Y." and '* Conn.," marking the boundary between 
the States ; and on the 1. a red brick house, which doubtless " stands on the 
line." About \\ m. e. is the village of Sharon, where I turned n., and con- 
tinued along a succession of hills of hard-surface to Lakeville (7 m.), stopping 
to view its pretty pond and wide surrounding stretch of country, before de- 
scending to the village. Thence 1} m. to the Maple Shade Hotel, in Salisbury, 
at 1 1. 15, and a halt of \\ h. for dinner. At the fork, just beyond here, the r. 
leads through the mountains to Twin Lakes station and East Canaan, 6 m. ; and 
at Sharon I might also ' have taken a similarly hilly course to reach the river- 
road and railway along the Housatonic, either at West Cornwall (n. e.), or at 
Cornwall Bridge (s.e.), about 8 or 9 each case (see p. 143). After dinner, 
however, I kept straight to the n., having the Taghconic range of mountains, 
with peaks 2,000 and 2,600 ft. high, towering closely upon my 1. ; and in } h. 
(5 m.) I entered Massachusetts, a few rods beyond the. little bridge at Sage's 
ravine. About 3 m. further on, opposite " the Dome," where the mountains 
seem to end, or bear off to the 1., a road turns r. to Sheffield (2 m., see p. 143) ; 
and a similar r. road, perhaps i m. beyond, leads quickly to the field of the fight 
in Shays's Rebellion (1787), which field is beside a brook about midway be- 
tween two school-houses ; but I did not turn at either place, and so reached 


South Egremont at 3 p. M., 8 m. after entering the State. A smooth ride of \ 
h. {4m.)»took me thence to the Berkshire House, in Great Barrington, where a 
big boy on a bicycle told me to turn up-hill, 1., at the fork, instead of taking the 
bridge at the r. and wheeling through the flat directly to Evergreen mountain, 
where he said I should have to walk before descending to Stockbridge. He 
had gone there without stop by the other route, he said, — ^the chief obstacle 
being the hill at the start. Having managed to crawl up this, I continued 
without stop along the height overlooking the river to Van Deusenville (say 
2 m.), where I turned r., and then, after crossing the railway, mistakenly kept 
straight on for i m., till I met the direct road from Great Barrington, near the 
foot of the ascent by Evergreen mountain. My cyclometer ceased to register 
during the ^ or | m. that I walked up this ; and 1 then had smooth riding to 
Stockbridge, say 2 m. Thence beside the river through South Lee and to East 
Lee (5 m.) there was no need of a stop ; but, at the latter point, I turned 
backwards, to the r., and sped along the concrete sidewalk } m. to the Morgan 
House in Lee, where I spent the night. The recommended route which I 
failed to follow, after cros^ng the track at Van Deusenville, turns 1. there and 
keeps close along the river and the railway, through Housatonic and Glen- 
dale, to Stockbridge, perhaps 4 m. I was told that the road up the river from 
Lee to Lenox Furnace, New Lenox and Pittsfleld continued good ; and the 
direct route connecting the latter town with Stockbridge (10 or 12 m., with 
the village of Lenox half-way between,) was called excellent. I believe that 
a ridable road extends to the mountain at West Stockbridge; but beyond 
there a bicycler would doubtless be forced to do much walking among the 
hills, before reaching Canaan Four Corners, about 8 m. n. w. The road from 
there to the Hudson river (25 m. or more) has been wheeled without a stop.^ 

1 By a Bro6kl]rn schoolboy, C. C. Woolworth, jr., July 37, '83, at which time he was only 
16 years old. " Starting at 6 in the morning from Canaan Four Comers, where I spent most 
of the summer, I reached my lather's paper-null, beyond the village of Casdeton, in just about 
4 h. Roads fine ; weather cool, and air free from moisture. I coasted down from the Hubbaid 
House, conquered the next hill for the first time, and turned L along the level to £. Chatham. 
The country between there and Chatham is rolling, with one big hill ; roads thence to Valencia 
and Kinderhook are mostly smooth and level. From K. I rode n. to Castleton along the ridge 
{\ of this is good and \ is rutty), and in descending to the river road I took a header, by let- 
ting my so>in. Columbia strike some loose stones. I also stopped near C. to reset tire of rear 
wheel These halts were made within less than 3 m. of my journey's end, and I'm sure I'd 
previously ridden at least 25 m. without dismount, though I had no cyclometer. When I fin- 
ished, at the mill, I felt a trifle weak in the legs, but was all right again in ^ h. or so." 

I have been greatly helped in preparing this chapter by Beers's new map of Connecticut, 
(published 1884, revised 1885, scale s^m. to x in., price $6), which ought to be hung on the wall 
of every bicyclers' club>rooQi in the State. It measures 4 by 3 ft., but the dissected edition for 
carriage use, is folded into a cloth case, t ft square, and consists of a doten sections of that 
size, all connected by a muslin backing. The townships are separately tinted, the county lines are 
shown in red, an index of 900 references makes each locality accessible, and (he population of 
each town in 1870-80, arranged by senatorial districts, is printed upon the maigin. The whole 
of Westchester county is included, and the n. shore of Long Island. Connecticut has eight 
counties, half of them along the shore, and the other half along the line of Massachusetts; and 



the pubKshen intend to issue, in 1886, a paper edition of their map, in three sections (50 c. to 
75 c each). The western section will give Litchfield and Fairfield (with the adjacent West- 
chester, — an excellent map for New Yorkers) ; the central section will give New Haven and 
Biiddlesex, on the shore, and Hartford adjoining them on the n. ; while the eastern section will 
include New London, Tolland and Windham. Elaborate atlases for all these counties eicoept the 
two last named have been issued by the same publishers, as described on p. 99 ; but their price 
is prohibitory to bicyders, unless in the case of clubs. Most of Beers's atlases, indeed, are out 
xA the market ; and [ catalogue them because, having been published by subscription, copies 
may presumably be consulted in many of the local libraries and hotels. G. H. Adams ft Son, 
59 Beekman St., N. Y., issue a map of Conn. (1874, 36 by z8 in., 6 m. to i in., \ oz., 50 c), 
which includes a good part of R. L, N. Y. e. of the Hudson and the whole of L. I.,--thoiigh 
only a few of the main roads are shown. A much more carefully-prepared map of the State 
(revised 1884, 28 by 19 in., 5 m. to z in., 75 c), giving a minute but tolerably dear showing of all 
the roads, is issued by the Coltons, rSa William st., who also have a smaller one, 18 by 14 in., 50 c. 
Connecticut's most persistent road-rider is probably Dr. N. P. Tyler (b. Oct. 11, 1848), a 
graduate of Yale in '76, and League consul at New Haven until he removed thence to Jersey 
City, in July, 1885, with a four years' record of about 14,000 m., whereof a summary will be 
presented in a later chapter. His first long run (107 ro. inside of 19 h., with only about la m. of 
repetitions ; recorded briefly in Hazlett's " Summary " : OtUing^ Feb., 1884, p. 373) was thus 
reported to me : ** The roads being in good condition, and fine weather having prevailed for 
several days, with n. w. wind, I took train northward and reached the rooms of the Springfield 
Bicycle Club at 10.30 p. m. Two members thereof dedded to accompany me, in attempting a 
xoo^n. run ; and, having finished supper, we started at 1.15 a. m. (Nov. 17, '83), with bright 
moonlight, very little wind, and thermometer showing 24^. Found fair wheeling to Westfidd, 
9}m., and there struck s. e. for the turnpike to Hartford, and got lost in a desert of sand; 
scrambled up a fifty-foot embankment of the Canal railway, and followed its tracks z or 2 m. to 
a cross-roads, where I dropped wheel and broke handle-bar, which mishap enforced a return to 
the dty ; so we reached our former track in 6^ m. (z6), and Springfield again in 8 m. (24), where 
I turned off 2^ m. more (26^) before getting a new handle-bar fitted. Then at 8.30, I started on 
alone, down the e. side of the river, against a strong s. w. wind, which made progress difficult ; 
and at East Hartford I had to retrace my course about z m., before crossing into the city, 28^ m« 
(55), where I dined. Proceeding then 1} m. towards Berlin I retraced my course to Hartford (58), 
in order to go to Farroington, zo m. (68) ; and I found the road thither was partly very fine and 
partly very poor ; but thence to New Britain, 6^ m. (74I), Berlin, 4|m. (79), Meriden, 8 m. (87), 
and Wallingford, 6^ m. (93^), the roads were all good. Ruts and sand were encountered between 
there and the axle works in Centerville, and darkness meanwhile settled down ; but the track 
was good thence to Dixwell av., where I was met by a wheelman who escorted me in to the 
finish at New Haven, Z3}m. (107) at '7.55 o'clock. I was pretty tired and one knee ached, 
(hough I think thb resulted from the extra exertion required in fighting the wind, which at times 
was aknoBt a gale. During th^ next day I wheeled 15^ m., in znakii^ my usual professional calls ; 
and then, at zz p. m., accepted an invitation to take a moonlight ride with W. C. Palmer, whose 
expected companion on a loo-m. run to Springfield had failed to join him. With a full moon aiul 
good roads to favor us, we went about z m. beyond Branford \ back to East Haven ; down by 
the ]ight-4iouae ; up along the shore ; through Fair Haven to Montowese and back to New 
Haven, 39^ m. Halting ^h. to indulge in some porter-house steaks, we wheeled i}m. beyond 
West Haven ; then bock to the dty ; then 4^ m. towards Woodbridge and back a^in ; then 2I 
m. about the dty ; then to Whitney Lake and back, a totid of 36^ m., making 56 m. for the 
whole ride. It was now just 6 a. m., and as my knee began to be painful again, I abandoned 
the idea of a second zoo-m. run, though I made my usual calls during the day. Within an 
interval of 52I h., therefore, I had wheeled 178 m., measured by McDonnell cyclometer ; which 
was pctliaps a fair record, considering that I used a heavy Expert Columbia, and had bad roads 
and winds to contend with on the first day." 


As fate compelled me to be in New London, on the 7th of July, 1880, I 
thought I might as well take my wheel along with me on the boat, cross with 
it to Greenport by next morning's steamer, and thence drive home again 
through Long Island, over the roads which a resident wheelman whom I met 
at the Newport convention had assured me were good ones. From Green- 
port one may ride s. and the hotel in Mattituck, 12 m., without dismount, 
though a stop is apt to be caused by the sand of a short hill, about 2 m. 
before reaching there. At a little ways below the hotel in Southold, 5} m. 
from Greenport, the road divides, but the two branches soon join again, and 
the r. one should be taken rather than the road going straight up the hilL In 
front of the hotel at Mattituck a turn is made to the 1., and sandy stretches 
of road are soon met with. The hotel in Riverhead is ^ m. further on, and 
it took me nearly 2 h. to get there, though not much walking was required. 

On the following morning I went by train to Yaphank, perhaps 15 m. 
beyond, for I was told that deep sand prevailed for about that distance. 
Mounting there at 9 o'clock, I rode across the plain in a southerly direction 
for rather more than 2 m., then turned to the right just beyond a hotel, and 
went through Brookhaven to Bellport (4 m.), Patchogue (3 m.), and Sayville 
(4^ m.), where an hour's stop was made for dinner. For the next 9 m., ending 
at the bridge in Islip, the sidewalk was generally adhered to ; also for another 
mile, ending at Bayside post-office. The hotel in Babylon, the largest town 
met with on that day, is 4} m. beyond. Amityville, the next place, is about 
5 m. away, though I rode more than 6 m. to reach it, by reason of a detour 
along a meadow road to the water side, in order to take a swim. Distance 
from Yaphank by the cyclometer, 34} m. 

Had I designed to go directly to New York, I should probably have 
started for South Oyster Bay and Hempstead on the morning of the loth, after 
my all-night's struggle with the flies and mosquitoes of the hotel in Amityville. 
Instead of this, I turned northward and rode to Farmingdale, 5 m. ; Pine 
Grove Hotel, 2| m. ; Woodbury station, 5^ m. ; and Cold Spring Harbor, 
3 m. I really traveled nearly 20 m. that hot Saturday morning, however, for 
I was obliged to return to Farmingdale from a point about 2 m. beyond, in 
pursuit of my pocket-book, which I had carelessly laid down on the counter 
of a youthful " dealer in fruit and root beer." I found that he had closed his 
shop and harnessed up a horse wherewith to pursue me and restore the prop* 

1 From Tlu Bkyclmg Worlds Nov. 36, 1880, p. 37. 



erty ; but he not only declined to accept any reward for his trouble in doing 
this, but actually refused to let me pay for the beer which I dri^nk to satisfy 
the thirst aroused by my rapid return. From the hotel in Cold Spring Har- 
bor one may ride southward i m. to the Episcopal church, and then he must 
walk up-hill nearly as far. About 2 m. further on he crosses the railroad 
track at Syosset station, } m. beyond which is the Jericho turnpike, and this 
must be taken to the r. Some very smooth stretches of road are to be found 
in the z\ m. ending here, and the similar distance intervening between here 
and the hotel in Jericho is nearly all ridable. 

From Jericho to Jamaica the turnpike is excellent, and no stop is neces- 
sary unless caused by the sand near the top of a double hill, 5 m. from the start, 
though the cobble-stones in front of the toll-gates need careful attention. My 
cyclometer made the whole distance 1 5 m., though when I returned over the 
same track, on the last day of the month, it registered only 13^ m. (On this 
second occasion I dismounted only once — at the solitary brick house which 
shelters a beer saloon near the railway crossing in Mineola, 6 m. from Jericho. 
The road here is hard and level, but I wanted something to drink.) A plank 
road begins at the East Jamaica Hotel, and extends i^ m. to the village 
proper, though the unplanked track beside it is generally preferable. Pas- 
sage through the village can best be made on the r. sidewalk for 1} m., to the 
Hoffman Boulevard, which branches to the r. and leads to Newtown, 6 m. ; 
whence I proceeded to Hunter's Point, where my cyclometer's record for the 
day was 35 m., and for the whole distance between Greenport and New York, 
13X m., including 22 m. in the neighborhood of Cold Spring. 

The roads of Long Island, as above described, average considerably 
better than those between New York, New Haven, Springfield, and Bos- 
ton. The worst impediment of the whole journey was a half-mile stretch of 
sand near Woodbury station. Except in this case, I do not think I walked 
for as much as ^ m. at a time in the 120 m. registered between Greenport and 
Jamaica. The Woodbury sand, moreover, would be avoided by a rider who 
went direct from Farmingdale to the Jericho turnpike ; and perhaps the other 
route from Amitjrville to Hempstead might be found even more attractive. 
From Cold Spring Harbor, a pleasant 5 m. ride may be taken to Columbia 
Grove Hotel on Lloyd's Neck, though a short walk will be needed just before 
reaching the hotel. Beyond this the shaded road through the grove is smooth 
for at least i m., and perhaps for 2 m. or more. Returning, a good road leads 
to Huntington and thence back to Cold Spring, the last 3 m. being down- 
grade and requiring no dismount. From Huntington I went to Centerport 
and Northport, 5 m., but I cannot say much in praise of the roads. 

Returning from Cold Spring to New York, August 3, I determined, for 
variety's sake, to explore the north-side road, though knowing perfectly well 
that it would not be found equal to the Jericho turnpike. The path chosen 
led through Oyster Bay, 4 n\. ; Norwich, 2\ m. ; Roslyn, 6| m. ; hotel on hill 
at Manhassett, 3 m. ; ma'cadam at Little Neck, 2\ m. I was 7 h. in reaching 


this point, including stops of 2 h. ; for a good deal of walking had to be done, 
up-hill and through sand, even before a heavy rain drenched me through and 
put the roads at their worst. For 6 m., however, through Flushing and to 
Harry Hill's hotel, about x m. beyond the bridge, the macadam was almost 
perfect and was little injured by the storm, save where the sand had washed 
over it. I made the distance without dismount, and was favored with a con- 
tinuous shower bath all the while, J h. From Harry Hill's to Astoria ferry— 
a distance of 3 m., which I increased by an unlucky detour to 4 — I stolidly 
shoved my " bath tub " through the deep mud, and made no attempt to ride 
until the flagged sidewalks were reached. I should judge that the road-bed 
even when dry would be barely ridable, though it might be reached by a 
cross-cut from the excellent track which skirts the shore for i m. or so above 
Astoria. Length of day's journey, 28 m. 

The tour of Long Island I think can be safely recommended as a pleas- 
ant one for the wheelman, though he had best ride in the cars between New 
York and Jamaica, as well as between Yaphank and Riverhead. If he does 
this he may easily get over the remaining 90 m. in two days ; and of course 
an expert may readily do it in one. Probably the best single stretches on the 
island are those from Jamaica to Jericho, 15m.; from Mattituck to Green- 
port, 12m.; and from Flushing to Little Neck, 6 m. The latter case of un- 
usually smooth macadam seems to be the only exception to the rule that the 
north-side roads are more hilly, sandy, and unattractive than those of the 
center and south side. 

*A year later (Sept.' 4, *8i), I took steamer for Flushing, and, mounting 
there at noon, was just i h. in getting to Snell's hotel at Little Neck, about 
5} m. This stretch of macadam, which is 6 m. long, and which in 1880 I 
found in perfect condition, was in poor order in many places on account of 
ruts and sand. After dinner I went across country by a somewhat winding, 
but for the most part ridable, clay road, till I struck the Jericho turnpike near 
the Hinsdale station, 3} m., in a little less than i h. Up the turnpike I went 
at speed for perhaps 2 m. or more to the cross roads beyond the asylum, 
where I turned towards Garden City, reaching Stewart's Cathedral at 3.50 
p. M. Forty minutes later I was 3 m. further, at Greenfield Cemetery, beyond 
Hempstead. Another similar period of time and space brought me to the 
flag-pole in Merrick. At 5.30 P. m., while still in the same town, I reached 
the south-shore road, and an hour later South Oyster Bay, 5 m. Then a half- 
hour's sidewalk business in the dust, 3 m., to the Douglass Hotel in Amity- 
ville, at 7 P. M., making 29 m. for the afternoon. This route between the 
Jericho turnpike and the hotel had not been tried by me before, and I do not 
recommend it, for^ think it inferior to the Hicksville-Farmingdale route. 

Starting next ''morning at 6.15, 1 rode to Babylon (5J m., 50 min.), and 
stopped an hour for breakfast. Then through Bay Shore, Islip, Sayville, 

iFrom Tht BkycUng WoHd, July 28, i88a, p. 463. 



Patchogue, and Bellport to Brookhaven at 145 p. m., 25 m. of smooth and pleas- 
ant riding. Thence away from the shore to Yaphank, in whose vicinity I 
made several detours, ending at the railroad station at 5.30 p. m., with a day's 
record of \i\ m. Starting from the same station at four o'clock of the follow- 
ing afternoon, — the afternoon of " the yellow day," — I rode backwards 14 m. 
to Sayville, finishing there in the moonlight at 7.30 p. M. Between whiles I 
had gone by train to Greenport, with the idea of there striking a boat which 
would take me across the Sound to see the Centennial Celebration at New 
London and Groton. Disappointed in this, I sat on the shore during the fore- 
noon, peering into the queer yellow mist which obscured a pinkish sun, and 
listening to the cannon shots which rolled across the water from the far-off 
celebration. Then I took train back to Yaphank, and mounted as aforesaid 
for a three hours' ride in the blazing hot air. 

Starting from Sayville at 6 on Wednesday morning, and stopping an hour 
for breakfast at Babylon, I kept along the familiar south-shore road to 
Amity\'ille just 20 m. ; then turned off to the r. for Farmingdale, 4im.; there 
made another turn 1. for John Noon's ; then a turn to the r. and a ride across 
the plain to Hicksville, 5} m., at 1.50 p. m. Stopping there \ h. for dinner at 
the Grand Central Hotel, a ride of 20 min. took me to the hotel in Jericho, 
2} m. The turnpike thence to Jamaica (about 15 m.) is usually excellent, 
hardly requiring a dismount; but on this occasion, by reason of the long 
absence of rain, the first part of it was quite soft and dusty. Hence it was 
not until 4.20 that I reached the brick beer saloon beyond the railroad cross- 
ing, not far from Mineola, — a 6 m. ride and walk. Thence I rode without 
stop to Hinsdale, exactly 4 m., in exactly \ h., — this being my longest, swiftest^ 
and hottest spin of the entire day. Then I turned into the cross road towards 
Little Neck, and made my first stop in ^ h. at a well about 2 m. on, where I 
learned that no trains were running between Little Neck and Flushing, on 
account of financial troubles. Thus my plan of taking the cars at the former 
place was blasted, and I was not sure that any train went in to the city from 
Flushing later than 7 o'clock. So from Little Neck I speeded desperately 
along to catch that train, risking my own little neck among the ruts in the 
gathering twilight. At last I despairingly took to walking and running, and 
was favored with the whistle of the departing train when I got within 
twenty rods of the station. However, another train left at eight o'clock, 
and took me and my wheel with it on its rear platform.^ 

IThia day*a ride of 50 m. has been alluded to in previous chapters (pp. la, 54, 63), as proba- 
bly supplying the severest physical test of any of ray wheeling experiences, because such intense 
heat as prevailed then had not been known on the Atlantic slope for a period of seven years, 
and nothing equal to it can be found in the atmospheric records of the four years which have 
since elapsed. The fact that a man of average physique like myself could escape un- 
harmed from a 50-m. run, beneath the scorching sunshine of " the hottest day in eleven years," 
waaoA worth insisting upon as a proof of the healthf ulness of the exercise under proper condi- 
tions. In the eighth chapter, " Around New York " (pp. 90-91, 87-88), I have described the 
routes connecting Jamauca with that dty by the ferries at Astoria, Hunter's Point, Williamsburg 


and Brooklyn ; and I have also made mention of several maps of Long Island (p. 99). Still 
another one, " just completed after two years* labor/' is advertised as "the most elaborate map 
of the island ever made." It is published by Gayknrd Watson, 278 Peail st.,N.Y.(5i by 27 tn.,13), 
and would doubtless prove useful on the wall of any local club>room. A clearly engraved little 
map (a I by 7 in., 6 m. to i in.), which may be easily tucked into the smallest podcet-book, accom- 
panies the pamphlet, " Long Island of To-day," which was copyrighted in 18S4 by Charles M. 
Heald, general traffic manager of the Long Island Railroad, with the idea of increaang the 
traffic of that road by an alluring presentation of the island's attractions. The book is an octavo 
of 100 pp., exclusive of 30 pp. of advertisements, and contains nearly so wood-cuts, supplied by 
the American Bank Note Company, who are also to be credited with its handsome typography. 
" The literary work was entrusted to Julian £. lUlph, of the New York ^m»," who seems to 
have done it as well as could have been expected of a compiler whose contract forbids him to be 
critical ; though he draws the long-bow rather needlessly in calling the little 20-m. stretch be- 
tween Riverhead and Greenport " the most remarkable coimtry road in AmeTica--^e longest 
street in the United States except Broadway, which traces a parallel to the Hudson all the way 
to Albany." Apparently he never heard of " Talbot Street," extending through Canada for 
more than 500 m., nor of that other street which really is the longest as well as the most remark- 
able one in the United States : I mean the macadamized roadway which stretches straight 
through the Shenandoah Valley,— every rod of it ridable by bicycle for 150 m. My book, in fact, 
describes a great number of other country roads which are longer and more remarkable than 
this particular piece of Long Island, so oddly chosen for eulogy. More interesting than this 
chance misuse of the superlative, about a subject of which he was ignorant, b the cominler's 
statement of the railway mileage of the island, which amounts to 354 m.; for, on the authority of 
a newspaper paragraph, the managers have lately decided that a passenger's bicycle shall be 
carried free, as personal baggage, provided he himself puts it on and takes it off the car. 
" Long Island of To-day " is enclosed in an illuminated paper cover of tasteful design (with 
v%nettes showing the characteristic pastimes of the place, one of which is " bicycling "), and no 
tourist thither should begrudge the as c. requisite for the purchase of this valuaUe guide-book. 

The earliest rerorded day's ride of xoo m. through Long Island was described in the Wheti 
of Sept. 21, '83, by " Selah," who says it was accomplished about the middle of the previous 
summer by an acquaintance who objected to the publication of his name as savoring of boastf ul- 
ness. This was James Allen, a resident of Hempstead who has a law-office in New York, and 
who, I hope, will pardon me for publicly accrediting him with the ride. I consider it a very re- 
markable one, and I regret that he neglected my request for personal statistics, to be added to 
the facts which I now reproduce from the Wheel: ** Starting from Hempstead at 4.35 a. m., the 
route led through South Oyster Bay, Amityville and Babylon to Islip, 27 m., in 2} h ; thence, 
after a stop of 35 rein., to Patchogue, where a halt was made for breakfast from 9.20 to 10 30. 
There began the worst 38 m. of the tour, of which 18 m. were a desert of sand. In crossing 
from Quog^, on the s. shore of the island, to Riverhead, it was almost impossible to keep in 
the saddle ; and the heat also grew troublesome in the passage through this desert of scrub oak 
and pine. After resting x h. at the Griffin House in Riverhead, a start was made at s-i5 on the 
last 22 m. of the course, which was finished at Greenport at 7.05 p. ic., 14^ h. after leaving 
Hempstead, — the Mattituck Hotel having been passed i h. before." The only other similar tour 
which I have yet heard of was taken June 28, '84, by two unattached members of the Le^^e, 
B. W. Doughty and P. J. Bemhard, who reside in Jamaica and attend to their daily business 
in New York, and who have supplied me with the following report : " Leaving Jamaica at 3.35 
A. M., we were 15 h. 10 min. in covering the 102 m., ending at the Wyandank House, in Green- 
port, at 6.4s P. M. The weather was cool, but the n. e. wind was against us sdl the way. Our 
longest stay in the saddle was from the start to Babylon (27 m.), a little more than 3 h.; and the 
roads continued in very fair condition for 23 m. further, to Patchogue. From there to Wes: 
hampton they were very sandy, and thence to Riverhead (7} m.) the sand is ankle-deep and or 
forces walking for at least 2-3 the way. The road from Riverhead to Greenport is fair for tl. 
first 6 or 8 m., but for the last 14 or 16 m. it is unusually fine ; in fact, for a dirt road, one > 

ZjOJVO^ANI) ,iNn W ///'•'/ / '' 

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I began my wheel explorations for 1881 by embarking from the Battery 
at 9 o'clock of April 22, on a ferry-boat, whose voyage ended a little less than 
I h. later, at Vanderbilt's Landing, Staten Island. Thence I rode southward 
without stop, to the end of the macadam at Fort Wadsworth, ^\ m., of which 
•| or ^ was very good riding, while the rest varied from tolerable to poor. 
Taking the sidewalk to the w., I was beguiled by a sign pointing *' to the 
boulevard,'* into descending to a sandy road along the s. shore ; but at i m. 
from the fort I gave up hope of finding a comfortable southwest passage 
around the island, and so returned to the starting point. Continuing north- 
ward from Vanderbilt's, through Stapleton, I rode up a long hill, and then 
down it towards the w., and around it towards the e., on the shore road, till I 
nearly reached the church on the same hill again. I think this was New 
Brighton, and the distance from the foot of the hill in Stapleton was 2 m. 
Turning back along the shore road, repassing the Sailors' Snug Harbor, and 
continuing a generally westward course, a ride of 4 m. brought me to the 
Continental Hotel, Port Richmond, where I paid 50 c. for a very poor dinner. 
Thence along a winding road towards the s. and w., I went without stop for 
3 m., to the bridge at the cross-roads, where stands the BuU's-Head tavern. 
On the return, as the wind no longer favored me, two or three dismounts were 
required by sand or ruts. Proceeding westward again from Port Richmond, 

1 found the macadamized shore road was very good indeed for \\ m., ending 
at the most westerly landing place of the Battery boats. A half-mile beyond 
this, the road being barely ridable, I paid an honest oysterman twenty-five 
cents to row me across to the main land. Disembarking in Elizabethport, at 
the head of Jersey St., which is paved with tolerably smooth Belgian blocks, I 
rode along the same or else on the sidewalk flags to Broad St., in Elizabeth, 
up which I turned to the r. till I reached the Nicholson-paved street, branch- 
ing off on the r. towards Newark. The distance of this point from the shore 
was nearly 3 m., and I was \ h. in getting over it. This wood-paved street, 
Frelinghuysen av., stretches in a bee-line for 3^ m. to the fire-engine house in 
Newark, though the wooden-blocks give place to macadam during the last 

2 m. ; and it was in front of this engine-house that I first tried the saddle of 
a rubber-tired bicycle (March 14, 1879), ^^^ ^^^ \!\xi^ assistance of its owner, 
the pioneer wheelman of Newark, J. Lafon. 

A visit to Staten Island can be safely recommended, I think, to any met- 
ropolitan bicycler. The macadamized shore road from Fort Wadsworth, on 
the s. e., to the last ferry landing on the n. w., about 8 m. long, can be taken 
without a dismount ; and though some parts of it are very poor, other sections 
are as good as possible, and two or three of these afford excellent chances for 
coasting. The outlook over the water is almost continuously attractive, and 
from several points may be called superb. The two lines of boats from the 
Battery start on the even half-hours ; and all their landings are within a few 
rods of the shore road. No charge for the wheel is made in addition to the 
ten-cent fare. My advice to a tourist would be to go ashore at either the 



southenunost or the westernmost landing, though this is not important. 
From Port Richmond a ferry-boat nms at brief intervals to Bergen Point, 
on the main land, and I was told that there was a good macadam road there, 
though my informant could not say that it continued smooth all the way to 
Jersey City. For an afternoon's ride of from lo to 25 m., the Staten Island 
roads which I have described seem to me as attractive a place as can be 
offered to a New Yorker. There is a chance, too, that further exploration 
might bring to light other smooth paths in the interior of the island. 

The foregoing words of mine, as published in the Bu World of May 20» 
*8i, were well supplemented by the report of " B. Bugle " in the same paper 
of March 24, ^82, from which I quote the following : ** The interior roads of 
the island vary from fair to bad. About the best is Richmond road, not to be 
confounded with Richmond turnpike, which latter is generally unridable. 
After descending the hill at Tompkinsville, a turn should be made from the 
shore back to Van Duzer st ; keeping along this, a turn will bring the rider 
into Richmond road. Continuing along this for about \ m., a high, bare hill 
will be reached, at the foot of which the bicycle should be left, while the rider 
makes the short but steep ascent. The view from the top is the finest in the 
vicinity of New York City. Continuing southwardly along Richmond road 
for about i m., a road will be noticed turning off to the r., and it may be 
recognized by a high picket fence painted black, running along its s. side. 
This is the Clove road, running through a natural gap in the two ranges of 
hills, which extend partly through the island, and which, though too beautiful 
to be missed, will test the road-riding education of the bicycler. When the 
fork in the roads is reached (1} m.), the road to the right, bounded on the 
right by a high iron fence, should be taken, which will afford an almost con- 
tinuous coast of nearly i m. back to the shore road at West New Brighton. 

** If, instead c^ turning off at the Clove, the rider keeps along the Richmond 
road, a ride of about 4 m. will bring him to the village of Richmond, the 
county seat, where, if he is of an inquiring turn of mind, he may visit the jail 
and county buildings. From here he should take the Springville road (which 
he will probably find unfit for riding), w. to the Morning Star road (so called 
from a tavern which some hundred years ago went by that name), n. to Gran- 
iteville, turning to the right at the engine house, and then down the Church 
road or Richmond av. to the shore road at Port Richmond. Opposite the 
ferry slip here may be noticed an old tavern which is rendered notable by the 
fact that Aaron Burr died in its eastern room. A week could be very pleas- 
antly spent upon the island by any bicycler to whom mere distance riding and 
racing are not the sum total of cycling existence. It is better to come early 
in the season, because, aside from the cooler weather, the mosquitoes will be 
met as single spies, whereas a later visit will be apt to find them in battalions. 

*'At about its middle point, the island is nearly divided laterally by a sort 
of lagoon, known as the Fresh Kills, an arm of the narrow strait which sepa- 
rates it from New Jersey. South of this the roads are generally sandy, and 


offer but few inducements to the bicycler. North of it the country is covered 
with hills, none of which, however, attain an altitude of more than 450 ft. I 
should advise the New Yorker who can spend but a day upon the island to 
take the north shore ferry, from the Battery to Elm Park, and ride from there, 
according to directions, to Grymes hill, where the finest view can be obtained ; 
then back to the shore road, to the fort, and return. At Mariners* Harbor 
there is a row-boat ferry to Elizabethport, and at Port Richmond a ferry to 
Bergen Point. A good map is published as an advertisement by a clothing 
house at 254 Broadway, where I have no doubt that free copies can be had." 

Aa admirable pocket map of Staten Itland, on the lart;e scale of ^ m. to i in. (1884, aheet 
33 by 28 in., foldejl in cloth cover, ^i), publithed by the Coltons, x8a William sL, N. Y., sbows 
all the roads with great plainness, as well as the hills and swamps. There are wide stretches of 
these on the w. side, as well as in New Jersey, just opposite ; and the map exhibits a 13-m. sec- 
tion of that State, including the towns of Perth Amboy, Woodbridge, Rahway, Roselle, Eliza- 
beth and Bayonne. The w. end of Long Island is also shown, as well as " mile cirdes," reck- 
oned from the city ball in New York,— Tottenville, in the s. w. comer, being thus designated as 
19 m. distant. " The Staten Island Rapid Tranadt Railroad " appears on the map as skirting 
the shore from Bowman's, at the n. w. comer, opposite Elizabethport, e., s. and s. w., to the 
light-house at the Richmond Club Ground (about 14 m.) ; but I suppose the actual construction 
of the line is a thing of the future. The island's " reported roads " are sho«m in a chart (3I by 
^\ in., 4 m. to z in.) of Wood's road-book, of which afuU account may be found on p. 177. A 
similar map of Long Island (xo m. to z in.), covering another page of the same useful guide, shows 
the situation of most of its routes, which are described in this chapter, as well as some others ^iHuch 
bicyclers have explored, and it mentions the fact of ferry-connection across the Sound between 
Port Jefferson and Bridgeport. The route of 26 m. leading to the former town from Northport 
(through Camac, Smithtown and Setauket) is called "level and fairly ridable." The same ad- 
jectives are s^jplied in the same book to the loam road on Staten Island connecting Tottenville 
with the macadam at New Dorp (zo m.). Through travelers from Philadelphia who take the in- 
land route 10 far as Elizabeth, are advised by the guide that " a short and comfortable termi- 
nation of the run may be had by wheeling 2 m. to Elizabethport, whence a new and useful line of 
ferry boats runs to New York, touching at Staten Island on the way." The permanency of the 
new line is threatened by litigation, at the time these words are written ; but, even if the line 
shall be discontinued, the tourist can readily obtain access to the island from Elizabethport by row- 
boat, and complete his journey thence to the city by a very pleasant ride up the bay on a steamer 
of one of the regular lines. The quoted warning against mosquitoes should by no means be dis- 
regarded i for my own second ride on the island, though taken on a cool day late in the season 
(Sept. z5, '82), found so many of them, even on the summit of Grymes hill, that my enjoyment 
of that noble outlook was seriously impaired by the attacks of these persistent pests. I believe 
the island has never been formally attacked by more respectable foes, though its situation makes 
it of strategic importance in military operations, and I do not foiget the futile forays made there 
by Generals Sullivan (Z777) and Stirling (1780), when it served as a camping-ground for the 
British armies. Just across the Narrows, however, on ground now covered by the extensive col- 
lection of houses called Brooklyn, was fought the battle of Long Island (Aug. 28, Z776), notable 
z& the first struggle that followed the Declaration of Independence. A description of it, by J. 
W. Chadwick, with illustrations and map, may be found in Harpef's Mctgmtme lor August, 
Z876, pp. 333-346. The restdt of the battle gave New York City into the keeping of the Brittah 
until independence was really won ; and the shores of these thre^ islands ultimately looked upon 
the final act in that great drama, on the "evacuation day " (Nov. 25, 1783), when the last dt^ 
parting transports of the defeated " armed invaders " disappeared forever down the Narrows. 



Before me lies spread the ** topographical map of a part of northern New 
Jersey," an official publication (1882) of the State Geological Survey, whose 
executive chief is Professor George H. Cook, the Vice-President of Rutgers 
College. To his courtesy I am indebted for my copy of the map, whereof it 
is not possible to make public purchase, inasmuch as " the results of the sur- 
vey are intended for the benefit of the citizens of the State, and the board of 
managers have charge of and direct the distribution of its collections, reports, 
and maps." I presume, however, that a well-recommended application from 
any respectable Jerseyman would be apt to meet with favorable attention. 
The map is 35 in. sq., and, as its scale is i m. to i in., representation is clearly 
made of a large section of land and water, including all of Staten Island, the 
w. end of Long Island, the bay and city of New York, and the Hudson 
River, almost to the point where it ceases to serve as a boundary for New 
Jersey. " Contour lines are drawn 10 ft. apart in plain country, and 20 ft. 
apart in the hilly portions, and numerals are attached to show the height of 
contour lines in feet above mean tide." The engraving and coloring are ex- 
cellent; the roads are clearly defined; the heights of the hills which they 
cross can be seen at a glance ; the swamps are made prominent as well as the 
brooks and rivers; in short, the whole map is eminently calculated to delight 
the heart of a touring bicycler ; and if any similarly accurate representation 
of the topography of any other equally large section of American soil is now 
in existence, I have yet to learn of that fortunate fact. In the good time com- 
ing, when bicyclers shall more generally enforce their views in legislative 
enactments, we may reasonably hope not only for more good roads, but for 
more State Geological Surveys as creditably managed as this present one. 

Looking down on this map, whereon I have indicated in red the many 
miles of road that my wheel has whirled along, I see that the region whose 
facilities for ** coasting " I wish to recommend lies chiefly within the limits of 
a nearly equilateral triangle, whose sides may be said to average about 8 m. 
in length. The bridge over the Passaic river, by which the New Yorker 
enters the city of Newark, may be assumed as the point of meeting of the 
straight macadamized roadways which form two sides of this triangle : Spring- 
field av., which starts from the court-house and extends s. w. in a bee-line for 
more than 5 m., and Bloomfield av., which goes n. w., straightaway for 3 m. 
to Bloomfield, and then with but slight turnings for 2 m. more to the hill at 

iFram Tkf H^ketimaH, Jane, i8Ss, pp^ ais^ai. 


Franklin on my map of less than a twelfth part of the State), about 5 m. A 
clay road, which is, at many seasons of the year, nearly as smooth as mac- 
adam, extends westward for 3 m., whereof the first two are as straight as the 
crow flies, to Pine Brook post-office, which is the terminus of an omnibus line 
from Newark, and also the terminus of the good roadway. Here, then, is an 
excellent track, 13 m. long, which may be ridden in either direction without a 
dismount, and nearly every rod of which may be coasted in the course of a round 
trip. An average rider in doing the 26 m. could easily ride a dozen with his feet 
off the pedals ; though, perhaps, he would be obliged to walk up the big hill west- 
ward at Montclair, and the big hill eastward at Caldwell. I myself have 
never conquered the latter but once, and the former I have oftener walked up 
than ridden. From its top one may coast continuously for 2 m. and more 
down to Bloomfield, except that the pedals may have to be worked for a few 
rods in the case of two or three short ascents which the momentum may not 
be quite sufficient to master. The BL World of June 17, 1881, contained a 
brief report of mine under the same title that is employed for the present 
chapter ; and, though I have had experience of many new hills in the two 
years' interval, my final words in that report can be reprinted with truth to- 
day : " Beyond Montclair there are facilities for up-hill racing such as I have 
never seen other roads afford. Several bicyclers could there compete abreast, 
if need be, on perfectly equal terms. On this westward route, also, there is 
one particularly smooth stretch, where a rider may coast for a mile down a grade 
so gentle that the return trip is hardly thought of as an ascent. If the excite- 
ment of a lightning-like flight through the air is desired, however, there are 
plenty of steep hills where it can be had, and without danger of any obstacle's 
sudden appearance at a cross-road. On these little Jersey *■ mountains,' coast- 
ing congenial to all tastes is attainable. The perils of the pastime are reduced 
to the minimum ; the pleasures thereof are increased to the maximum." 

Springfield av., the s. w. border of the triangle, whose very name ought 
to have had power to attract me to it at the outset, was not, in fact, discov- 
ered by me until after I had had three years* acquaintance with all the other 
important thoroughfares in the Newark and Orange region. Its macadam 
begins at the comer of Morris av. ; and, mounting there on the 5th of November 
last, at 10.50 A. M., I passed Irvington at 11.05, Middleville at 11. 15, Milburn 
at XI.30, turned to the right into the cinder path at 11.33, ^^'^ made my first 
dismount at the railroad station in Short Hills at 11.37. The cyclometer 
called the distance *j\ m. ; but the return trip, which was also made without 
dismount, in 44 min., it called only 7 m. The roughest pavement was that 
between Newark and Irvington, while the cinder path, from the Short Hills 
station to the main road, supplied, perhaps, the smoothest one of the many 
good places for coasting. Two days before, when I first discovered this ave- 
nue near Wyoming, — ^having come down to that point on an exploring tour 
from the Valley road at South Orange, — I did not have the luck to turn off to> 
wards Short Hills, but kept straight on for \ m. past the reservoir, and then, at 


the first cross-road, turned to the right and walked i^ m. along a sandy up- 
ward slope to a bridge on its summit, spanning a dry ravine. Mounting there, 

1 rode along a fairly good track through Chatham to the hotel in Madison, 4 
m. in 35 min. ; thence without stop to the public square in Morristown, nearly 
5 m. in 40 mia. The return trip to Madison I also made without stop, in 

2 min. less, and, after reaching the dry bridge beyond Chatham, I improved 
upon my former route by taking the first road to the 1., for this, spite of its 
unattractive appearance, allowed me to ride most of the way to Short Hills. 

My first visit to Morristown, however, was made on May Day of 1882, and 
by a different route. Starting from the hotel in Orange at 8.15 a. m., I went 
westward along Main st. to its nominal end at the Valley road, — ^for beyond 
this the street is called the Mountain road, — and up the same I toiled, much 
of the way on foot, until I reached St. Cloud at the top, 2 m. from the start. 
Then, after i^ m. of good track, mostly coasted, I began the ascent on foot of the 
second mountain, and was forty minutes on the way to the flag-pole in North- 
field, 2^ m. Thence to West Livingston and Hanover there was much walk- 
mg and rough riding ; but beyond this latter point I had a long stay in the 
saddle, and I stopped at the tavern pump in Whippany at 1 1 o'clock, with 
ii| m. on my day's record. I was an hour riding from there to the Mansion 
House in Morristown, not quite 5 m., over an excellent track* which might be 
made without dismount, and which I did so make in returning, when the wind fa- 
vored me. In leaving Whippany for Morristown one must turn 1. at the mill- 
pond and journey towards the south. Monroe is the name of an intermediate 
village, if it can be called one ; and near this is the long hill which I failed to 
ride up. By this route *' Washington's Headquarters " is reached before one 
arrives at the center of the town ; and no patriotic wheelman should fail to 
halt at that historic mansion. The lofty hill beyond the court-house and res- 
ervoir in Morristown is well worth walking up, for the sake of the extensive 
riew therefrom ; and I found good wheeling for i m. to westward, as well 
as in the principal streets of the town. At Hanover post-office, on my home- 
ward journey, I bade adieu to my forenoon's route, and rode thence north- 
ward, without stop, to the Swinefield iron bridge, 2\ m. in 17 min. This was 
my most creditable mount of the day, for I climbed two rather soft hills, and 
overcame other obstacles, which would have caused a halt, had not the wind 
helped me. From the bridge, by a road winding to the r., and mostly un- 
ridable, I went 2 m. to Pine Brook ; and thence, over the smooth track before 
described, to my starting-point in Orange, at 7.45 P. M., with 45 m. to my 
credit I may as well say here that when, in September, 1880, 1 pushed my 
wheel from the Delaware Water Gap to Pine Brook (55 m.), by way of 
Kaiistown, Johnsonburg, Alamoochy, Waterloo, Stanhope, Drakes ville, Mc- 
Cainsville, Dover, Rockaway, Denville, and Persippany, I found mgst of the 
roads about as rough and hard to get over as are the names just quoted. I 
therefore give warning against that route, for I think I should have fared 
rather better if I had aimed for Morristown. The best course between Ne1^ 


above ; or, instead of descending to the river, he may turn s., in order to reach 
the boulevards leading towards Bergen Hill, as described on p. 83. 

Such tourist will please observe, therefore, that, if he wishes to reach 
" the triangle " by the Paterson route, which I have described without specially 
recommending, he should make the w. descent into Ridgefield, instead of 
turning s. at the Edgewater hill. A third path from Ridgefield to " the 
triangle," as explored by me on the 20th of December, 188 1, 1 mention in 
order to give warning against, though perhaps it might not be so bad at 
another time of year. From the Freiburg bridge I rode w. for i m., instead 
of going n. by- the Hackensack turnpike; then, by a rather winding road 
through a swampy, wooded country, I went s. about 2 m. and w. the same 
distance, walking pretty continuously through the mud until at Woodbridge 
I climbed a hill 200 ft. high. From here L rode by short stretches on the 
plank and dirt sidewalks, through Carlstadt, Rutherford, and Lyndhurst, to 
the bridge across the Passaic at Avondale, but was i h. in doing the distance, 
which is less than 4 m. Having followed the fairly good sidewalks of the 
river-road for 2 m. down to Belleville, I there discovered that an ideally 
smooth macadamized avenue ran parallel for the whole distance on the crest 
of the hill, \ m. to the w., and gave excellent chances for coasting. So I 
rode back to the head of it at Avondale, and found it extended thence nearly 
3 m. toward Newark. When the macadam ended, I followed the sidewalks 
of the same avenue 1} m. further s., and there came to its point of junction 
with Bloomfield av. (For report of this route reversed, see p. 168.) 

^In describing the roads around New York (Chapter VIII.), I have de- 
voted no less than a half-dozen pages (80-85) ^^ those upon the Jersey shore ; 
and the routes from the 130th st. ferry to Englewood may be- found on pp.8i» 
84. On the 7th of May, 1883, I mounted there at 3 p. m. (having previously 
ridden 25 m.), and after following the main street w. for perhaps \ m. beyond 
the r. r. crossing, I turned s. and then w., and in \ h. was stopped by the up- 
grade of red clay leading to School-house No. 9. Thence I went s. about i m. 
to the Teneck road, and along it w. over a succession of hills, one of which I 
descended (4 m. in i h.) just before crossing the bridge into Hackensack. A 
wide stretch of the country thus traversed belongs to William Walter Phelps, 
one of the largest land-owners in New Jersey ; and the only really good riding I 
found was on some of the macadamized roads connected with his private resi- 
dence. From a store in the center of Hackensack (i m.) I went i m. straight 
n. w. to the 7-m. plank ; and thence in \ h. to the hotel at Areola, 2\ m. A 
little beyond here I made a sharp turn 1., to cross the bridge over Saddle 
river, and then, \ m. further, instead of continuing n., I turned s. w., and went 
in a bee-line to the Broadway bridge leading into Paterson, walking up two 
hills on the way. Forty minutes later, after passing the 3-m. plank, I readied 
the comer of Broadway and West St., in Paterson, 14 m. and 3 h. i(0» ^ 

iThe remainder of this chapter is now for die first time published. 



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tinuous on the e. side) for i) m., to a point beyond the cemetery, where I 
took the macadam of the roadway, which is rough for \ m., until the horse 
r. r. tracks leave it, and turn r. down the hill to the river. At Avondale, after 
a 3-m. spin along the ideal macadam of the ridge, I crossed the river, and 
after going under the r. r. bridge, wheeled along the w. sidewalks pretty con- 
tinuously to Rutherford, 2} m. Thence to Carlstadt, beyond which I went 
too far n. towards Hackensack ; but at last made a turn r. (3^ m. from Ruther- 
ford), which brought me to a r. r. station in | m. ; then, in i J m., I turned n., 
and within 2 m. reached Freiburg bridge, the western approach to Ridgefield, 
described on p. 166. I have since been told that the route straight across the 
marshes from Carlstadt, popularly known as the Paterson plank road (which 
I have expressed an ignorance of on p. 81), is fairly ridable; and I might 
have saved the hills by going that way. I delayed so long in taking supper 
with a friend at Ridgefield, that, when I reached the ferry at Wechawken, 
" the last boat had gone," and I was obliged to drag my weary bones up the 
heights again, and get slow transit to Hoboken by horse-car. It was 10.30 
p. M., therefore, when I finally trundled my wheel into Washington Square, 
with a record of 45^ m. for the 12 h. The boats connecting with the night 
trains of the new West Shore railway now give later access to New York 
(42d st) than those of the old ferry, just above ; and a new road, paved with 
Belgian blocks, has been graded upwards from the railway terminus, to the 
brewery at Fulton St., which is described on p. 84 as connecting the two par- 
allel boulevards. Macadam has lately been applied to the easternmost of 
these, from the region of the tunnel to Guttenberg (i m.), and also to a part 
of the sandy stretch between Ridgefield and Englewood (p. 84), which are 
destined to be connected, in a few years, by a continuously smooth roadway. 
As a result of legal complications with a bankrupt railroad, the prolongation 
of Fulton St., just described, is barred to ordinary trafiic ; but I suppose that 
a foot-passenger can have no trouble in descending to the station along the 
sidewalk, even though he be accompanied by a bicycle.^ 

1*' Paulus Hook *' was the name held in Revolutionary times by that part of Jersey City 
where now stand the ferry-houses of the Pennsylvania railroad and Taylor's Hotel (p. 83) ; and 
" Marion," the first station (3 m.) on that road, is best reached l^ going along the sidewalk 
flags of Montgomery av., parallel to it; then turning 1. one blodc and r. three blocks. It may 
be reached from the other direction by turning r. soon after crosdiig the r. r. tracks where the 
ascent of Bergen Hill begins on the w. ; and Philadelphia riders recommend this route as the 
best for those who wish to go to Taylor's Hotel without climbing to the summit of. the hill. An 
illustrated article (covering the first 14 pp. of LipptMcotfs Magazine^ July, 1884) descriptive of 
" Some New Jersey Suburbs of the Metropolis," takes Short Hills as a type of what is brand- 
new, and Bergen as the best surviving representation of the antique. I make room for the 
following extract : " Upon Bergen Hill, within cannon-shot of Wall St., there is more to recall 
the primitive condition of Manhattan than can be found upon the island itself. Although, look- 
ing eastward, the underbrush of masts and spires and roofs show him a modem commercial city, 
looking westward over the marshes the prospect is very much the ame that was presented to the 
primitive Dutchmen who first climbed here. The marshes, still bare, are swathed, of an April 
afternoon, in swimming and luminous mist, which reduces Newark to a vague uncertainty, all 


A northward route from Avondale, mentioned in the preceding para- 
graph, was thus described by a tourist of Sept. 3, '84 : " At the end of the 
macadam, turning L, r. and r., we soon passed the depot and struck the main 
road again, which brought us into Passaic, 3^ m., where we took the river 
road and found good side-path riding to Paterson, 5J m. Thence we went 
nearly e. for 2 m. to Areola, — to reach which town a turn must be made s. (r.), 
at the terminus of the road from Paterson, for a few rods ; then e. over a 
bridge crossing the Saddle river. The first road beyond is the direct one n., 
and is nearly straight to the ' three forks,' — the side-path riding being excellent 
to this point. The center road at the forks should be taken past the 
cemetery, and all is then plain sailing to Hohokus (6^ m. from A.) ; but be- 
fore reaching Allendale (2 m.) the track grows hillier; and between Ramseys 
(2 ro.) and Mahwah (1} m.), we were forced to dismount on several stiff 
grades. Soon afterwards, however, we reached an excellent cinder path, 
which brought us quickly to Suffern (3 m.), whose hotel is only a few rods 
beyond the border line of New Jersey." My own route in reaching the same 
place from Newark, ten days later, was a longer and poorer one, which I 
chose partly through ignorance, and partly for variety's sake. Having 
traversed the well-known macadam to its end (10 m. from the "Z. & S." 
starting-point) at the comer in Franklin, where the 1. road leads due w. to 
Pine Brook, I turned r. and proceeded along a rough surface to a hill (i m.), 
which caused a few rods' walking. My next stop was made i m. beyond 
(after turning 1. at bridge), and \ m. of walking then brought me to the cross- 
roads, where the 1. leads back to Pine Brook, and where I turned r. for the 
church at Fairfield, and then 1. at a point beyond it, \ m. from the cross- 
roads. Two Bridges is a pretty little place at the junction of the streams, 3 
m. from Franklin ; and after crossing both of them, I followed the second 
one to the 1. for x m., until, just below Mountain View, I reached the main 
road previously described as connecting Little Falls with Pompton (p. 165). 
The same road might also have been reached by turning r., after crossing the 

but a few gaunt chimneys, and through which the masses of the Orange hills loom faintly blue. 
The slope of Snake Hill, nearest us, is still unplanted and unbuilt. This shining ribbon almost 
under us is the Hackensack, and that narrower and further gleam the Passaic. All these were 
here when the Dutchmen came, and it all looks very much as it must have looked then. The 
streets of Befgen, too, though more or less modified, retain the primitive arrangement of a pali- 
saded village ; and here and there along them are ardiitectural relics of the Dutch dynasty. The 
most remarkable and interesting of these is the Sip house, which has an interest unique in this 
country, to the best of my knowledge and belief, in being now the residence of the descendants 
in the seventh generation of its builders, by whose family it has been continuously occupied. A 
very credible family tradition asserts that Lord Comwallis once lodged and slept here, when he 
was in command of East Jersey. It was down what is now Bergen av. that Sergeant-Major 
John Champe galloped, pursued by his own comrades as a deserter, to escape to the British lines 
and kidnap Arnold, in order to deliver the traitor up to Washington, and to justify the American 
commander in liberating Andr4. Champe's escape was narrowly successful ; but he found it 
harder to leave his, new friends than his old, and had to go soldiering about in Virginia under 
Comwallis before he had an opportunity to make a real desertion." 



two bridges ; and I think such turning may be safely recommended to any 
who choose to go from Pine Brook to Paterson by this route. 

From the bridge at Mountain View I went without stop i J m., to place 
where sign on r. says " 3J m. to Pompton " ; and there I crossed canal bridge 
to I., and then bore around to r., riding n. through the village of Pompton 
Plains to place (3 m.) where road forks r. to steel-works and Norton's Hotel 
(p. 165). I kept straight on to the 1., however, and then, about \ m. above 
(where I should have turned r.), turned 1. and rode i m. to Bloomingdale, 
where I found my mistake and rode back again.^ One mile beyond this, I 
turned r. at a tavern, having previously turned 1. after crossing a bridge ; and 
I turned 1. in 2 m. at a church, and then rode at speed for i m. to the tavern 
at Oakland station. This looked so unattractive that, though darkness was 
settling on, I thought I would try to reach a better one; but I soon went 
astray, by turning up-hill at the first r. road, and then failing to take the next 
r. road for Crystal Lake. So I came back to the tavern at Oakland, after a 
useless tramp of i^ m., at 7 o'clock, with a record of 26} m. The fact that 
my cyclometer registered only 17 m. during the 5 h. of the afternoon, when I 
was in almost continuous motion, shows that it fell short of the truth ; and I 
presume the lesser distances recorded may not be quite accurate. Pompton 
pond, which I passed just before nightfall, is a pretty sheet of water, along- 
side which I noticed the tents of some campers-out. The mountain ranges 
seem to converge as one rides up to Pompton from the s. ; so that they are 
there distinctly present to one's notice instead of being remote points on the 
horizon, as at the start. Next morning, therefore, I found that I was riding 
along the pleasantly shaded western slope of the eastern range, while the 
western range was far off to the r. ; and the surface seemed to gradually in- 

1 Echo Lake, at Newfoundland, is only about 6 m. n. w. from Bloomingdale ; but, as a 
halting-place for the night on a two days' circuit of 85 m. between Newark and Greenwood 
Lake it is just 49 m. from the headquarters of " Z. & S.," who send me the foDowing directions 
for route : " From Pompton, go to Wanaque and Boardville, turning !. at foot of hill within 200 
yards of school-house, and proceeding thence in almost a direct line to the lake. The hotel here, 
known as Brown's or Cooper's, gives a good dinner for 50 c, and the run from Oraton Hall (39 m.) 
can be made easily in 7 h. After amusing yourself for a few hours on the lake and around it, take 
a lo-m. run down to Newfoundland, over excellent slate roads, and stop for the night at J. P. 
Brown's well-kept hotel, which is usually crowded during the summer. If you leave at 8 in the 
morning, y^ will reach Rodcaway (30 m.) at noon, easy riding, and can get a good 50 c dinner at 
the hoteldirectly to the r. after crossing the canal. There is oonsideiable sand between there and 
Denville, but the side-paths are fair ; and, by taking the grass at side of road between DenviUe 
and Fox Hill, a rate of 6 m. an hour can be kept up, spite of sand and stones. Thence there are 
excellent roads for a part of the way to Pine Brook ; and the rest is the well-known track. The 
round trip of 85 m. has frequently been made in a day. The side-paths along the banks of the 
several lakes and ponds are superb. While at Newfoundland, you should spend an hour or two 
in visiting Clifton Falls ; and, while you are at the Government powder works, near Middle Foige» 
run \ m. 1. and climb Picatinny peak, the view from whose top is a grand oqe. If you leave wheel 
at the roadside for i h., the ascent and descent will occupy about half the interval, and give you 
the other half in which to enjoy the view." 


crease in smoothness all the way to the Jersey line, which I crossed at 
8 o'clock (having done the 8| m. in 1} h.)» and then stopped an hour in 
Suffem for breakfast at the Eureka House. In spite of my two detours 
(4 m.), and much longer general route, the cyclometer record to this point 
was not quite 35 m., as against the 34^ m. of the party mentioned on p. 169, 
who continued straight on to Lake George, and went thence to Pittsfield, 
Springfield, New Haven, Tarrytown and New York, a circuit of 530 m. 

An interesting report of their tour was printed in Bi. World (March 13, 
20, 1885, pp. 332-334, 347), from which I have already quoted, on p. 121, and 
from which I shall present other extracts in my next chapter. Their north- 
ward route from Suffem to Newburg (exclusive of a 3 m. detour, not 
reckoned) was identical with my own, and measured 33 m., while my 
cyclometer recorded less than 29 m. ; so that my record of lesser distances 
must be taken with some allowance. I reached Newburg at 4.30 o'clock, 
having stopped from i to 2 p. M. for an excellent dinner at Highland Mills 
Hotel. The other party had turned aside at this point and climbed up the 
mountain ij m. (riding part of the way), in order to spend the night at the 
Lake House. They there found very fine views of the lake and valley, as 
well as good food and lodging, and they coasted the whole distance back to 
Highland Mills on the morning following. " The road from here to New- 
burg," their report truly says, " leads through scenery that will delight the 
eye at every turn ; and too much can hardly be said in praise of it, for no 
dismount need be made except at one or two bad hills near the end." My 
own record for the afternoon is that I turned r. at the red mills, 5 m. from 
the hotel; r. at the railroad, 2 m.; 1. towards Cornwall mills, and r. at 
Merrittville (VaiPs Gate), ij m. ; then 1., along a specially smooth surface, to 
Newburg, ij m. Of the forenoon's ride, through the valley along the Ramapo 
river, I should have said, that, within \ h. after finishing breakfast I traversed , 
the 4 m. to Sloatsburg, on a course whose surface suggested the ridge-road 
along Lake Erie. I wheeled all the hills, including one smooth one which 
was difficult because of length, and several short ones which were difficult 
because of roughness. Between Southfield (7 m.) and the iron works at 
Greenwood (3 m.) and beyond, I found occasional stretches of sand ; but the 
red clay-gravel which forms the surface in the region of Highland Mills 
(4 m.) is ideal material for road-building. The direct route thither appears 
to be the one leading r., at the school-house which is met soon after the 
smooth surface begins ; but the proper path winds along to the 1., and offers 
a chance for very swift riding to the hotel, and for some miles beyond, as be- 
fore described. Washington's Headquarters should be visited by every 
patriotic pilgrim who journeys through Newburg; and the local wheelman 
who escorted me thence to Poughkeepsie, next morning, was an old soldier 
of the civil war, who had also served efficiently, the previous October, in 
managing the citizens' centennial celebration of that memorable day when 
Washington proclaimed at Newburg the formal recognition of our national 



independence. It was in eminent accordance with the fitness of things, 
therefore, that our course should lead " through Liberty st. to the great balm 
tree " (2 m.)» where we turned up-hill to the r., and made a 1. turn 2 m. on; 
passing then through Marlboro (4 m.), Milton (4 m.) and reaching the river- 
side ferry below Highlands (5 m), opposite Poughkeepsie, at 10.20 A. M., just 
4 h. after starting. The final i^ m. can be continuously coasted, on a steady 
down-grade, and the whole road is of average excellence, with some specially 
fine stretches, and some specially attractive vineyards alongside them. As 
the road on the e. side of the river is also good, and rather more direct, a 
pleasant circuit of 35 to 40 mt may be made between Newburg and Pough< 
keepsie, without repetitions. My comrade had several times measured it 
with Ritchie cyclometer, and was therefore confident that the distance we 
traversed together was 19 m., though my own record for the 4 h. was 2\ m. 
less. The rest of this tour from Poughkeepsie on the Hudson to Springfield 
on the Connecticut (about 130 m.), may be found reported on pp. 146-148, 121. 
My only wheeling in New Jersey, s. of Rah way, was on May 17, '84, when 
I went from Hoboken to Somerville (39^ m., 9.30 a. m. to 7 P. M.), and May 18, 
when I went thence to Philadelphia (61 m., 5.40 A. M. to 640 p. m). A Star rider 
of Elizabeth, whose day/s journeys between there and the Water Gap are re- 
ported elsewhere in this chapter (p. 164), accompanied me thence to Westfield 
(5^ m.) and Plainfield (4} m.), though we were z\ h. on the way. A better 
route from Newark is said to be by the macadam to Milburn, 5^ m. (p. 174), 
sidewalk thence i m. to Springfield, poor and sandy roads thence 6} m. to Scotch 
Plains, and z\ m. of level sidewalks straight to Plainfield. I was f h. in riding 
thence to Dunellen, 3 m., and 1} h. more in reaching Moore's County Hotel 
in Somerville, where I stopped for the night. About half-way between 
these two places I passed through Bound Brook (whence to New Brunswick, 
6 m., the tow-path supplies good riding, — p. 167), and I thence went due w. to 
the end. When I started next morning, I turned 1. at the hotel, and rode 5} 
m. in 3^ h., for my first dismount. The road had been a winding one, and its 
signs had mostly pointed to " Wood's Tavern,'* though I am not aware that I 
ever reached any such point. When I mounted again, I turned 1., and fol- 
lowed the telegraph poles i m. to " the brick house," — the only one in that 
region, — and there turned 1. down the street which it faces, to the white 
church and cross-roads at iiarlingen, 4 m. I might have turned here to r., 
but I did turn to 1., and rode up a big hill beyond. After crossing the r. r. 
at a creamery station called Venaken (i^ m.), whose name seemed unfamiliar 
to the people whom I questioned, I ought to have twisted around to the r., 
but I kept straight along to the first road turning squarely to the r., and on 
this I was forced to do my first walking of the day, — about \ m. of sandy up- 
grade. Then I turned 1. on the main road« down which I should have come 
if I had turned r. at either Harlingen or Venaken ; conquered the cemetery 
hill at Blawenburg, which was a difficult one, and turned r. for the Stoutsburg 
Hotel, where I halted i^ h. for breakfast. For some miles below here, the 


road is betwen parallel ranges of mountains, though not very near them. 
Pennington, 23^ m. from the start, was reached, at 11, and the bridge over the 
Delaware at Trenton (9 m.), 2 h. later. Then followed 9 m. of very pleasant 
riding, much of it on sidewalks and along the river, to Bristol, where I took ferry 
across to New Jersey again. Beyond Beverly (4 m.), I turned I., passed the 
cemetery on 1., and, after some walking through the sand, reached the Camden 
turnpike, which extends in a bee-line towards Philadelphia, over a succession 
of low hills. I walked up many of these, owing to the softness of the surface, 
though the down-grades were mostly ridable, and reached the ferry at 6.20 
p. M., a little less than 60 m. from the start. I was delayed here a long time in 
crossing and getting supper (for I had had no food since finishing breakfast 
at 9), and then wheeled or walked in the gaslight along Market st., which had 
a new stone pavement like that of Broadway, to the Bingham House, where 
the cyclometer showed the mileage of my new wheel, measuring the distance 
from Hartford, to be just *' 234." 

When next I entered New Jersey, by crossing the river from Easton to 
PbiUipsburg, at 5 a. m. of June 5, the cyclometer registered 828 m., representing 
a continuous circuit, which had extended as far s. as the Luray Cave, in Vir- 
ginia. Two members of the Lafayette College Bicycle Club met me at the 
United States Hotel, that morning, and piloted me to the proper point for tak- 
ing the tow-path, about i m. from the bridge. After 7 m. of rather rough 
riding on this, I had a fall, by letting my wheel get into a hole in the grassy 
edge of the path, — my only previous fall with " No. 234, Jr.," having hap- 
pened 510 m. previously, on the 21st of May. My companion also took a 
plunge down the bank, by reason of the sudden snapping of his left handle- 
bar; but he then rode without a dismount for 2\ m., or until we left the tow- 
path, though the surface of this was so rough that I thought it barely ridable, 
even with both handles in proper condition. After halting i h. 20 min. for 
breakfast at the St. Cloud Hotel in Washington (16 m. from Easton), I started 
on alone, at 9,10, and took the tow-path again by turning 1. just before reach- 
ing the r. r. bridge. I rode as fast as I could, with few dismounts, to the 
store opposite Hackettstown (10 m. in i^ h.), for the surface was fairly good, — 
much smoother than the section nearer Easton, — and I was assured by the 
canal men that it continued equally ridable as far as Dover. My previous 
trial of a few miles of this, between Waterloo and Stanhope (Sept 24, '80) 
bad not been a happy one, however, and so I exchanged the path for the high- 
way through Hackettstown to the top of Schooley*s Mountain (6 m.), where I 
stood on the stroke of noon, at the entrance to the grounds of a summer hotel 
called Belmont Hall, after having done about i m. of walking, on the up- 
grades, which were generally shaded. The descent of 2\ m. to German Valley 
was a rough one, which required } h. ; and the 5 m. thence to Chester led along 
hilly roads which had been recently " worked." After halting \ h. for dinner, 
I proceeded onward to Mendham (5} m. in i h.) and, 5 m. beyond there, reached 
the limit of my previous rides w. from Morristown. Here began the good rid- 



ing of the day, and I sped along to Madison without a stop ; thence more 
slowly through Chatham and Short Hills to the well-known macadam of 
Springfield av., 62 m. and 14 h. from the start. At Irvington, 5 m., I turned 
1. down Clinton av., and found good macadam nearly all the way to its end 
(2 m.), a little ways from St. Stephens church, in Newark, and quite near the 
fire-engine house, at the head of Frelinghuysen av. Two blocks beyond the 
end of Clinton av. I turned 1. into High St., and rode along it in the dark to 
Central av., whence I walked to the corner of Broad and Bridge sts., and left 
my wheel there at Oraton Hall (Z. & S.), at 8 o'clock, — the day*s record of 
the cyclometer being almost 72 m. 

I thus finished a 20 days' circuit of 765 m., which had extended through 
a half-dozen States; and this final pull, across the hills and sands of 
New Jersey, was the longest and most difficult day's journey of all. I 
completed then a twelve months' record of 4*337 m., and I do not sup- 
pose it will ever again be my good fortune to enjoy so vast and varied an 
amount of wheeling within so brief a period. More than fourteen weeks 
elapsed before I next mounted a bicycle, and took the five days' September 
tour described on pp. 169-172, 146-148, X2i ; and my only later experience on 
the Jersey hills was near the close of the following month (Oct. 19, ^84), when 
I accepted a friend's invitation to accompany him on a visit to the " basaltic 
columns," — ^though, as I was forced to ride one of his 50-in. machines, I did 
not venture to follow his example when he coasted down therefrom, for nearly 
I m., along Mt. Pleasant av.^ This extends w. from the Valley road, at a 

^ A good picture of the columns (Julius Bien's lithographic reproduction of photographs 
taken by H. J. Brady, of Orange) is given for the frontispiece of the " Report for 1884 of the 
State Geologist,*' Professor Geoige H. Cook, who says that " an excursion to the basaltic col- 
umns at Orange, and across the mountain and valley beyond, is full of interesting material ; and 
the view from th« top of the mountain is one of the finest on the contiiient." I quote die fol- 
lowing from his Report, pp. as, 23 : " The remarkably fine exposure of columnar tmp4fxxk at 
the quarry of Mr. John O'Rourke, on the southeastern slope of Orange Mountain, has attracted 
a good deal of public attention during the last few months. The rock is the same with that 
which forms the crest of each of the three ranges of the Watchung mountains. The fine edu> 
bition which is made at this place is due to the work of Mr. O'Rourke in first clearing away the 
loose rock and debris from the front and surface of the ledge of trap4fxxk, and then working in, 
as he has had occasion to do, in getting out his road-making material, until he has exposed a ver- 
tical face of the rock, which is 700 ft. long, and 100 ft. high in the middle, and 30 ft. high atone 
end, and about ao ft. at the other. The whole of this rock surface which Is in sight is made up 
of prismatic columns as regular in their form as if they had been dressed out by a stone-cutter, 
and packed together so closely that there are no vacant spaces or openings between them. The 
columns generally are parallel to each other, and those at the two ends of the quarry are nearly 
perpendicular, but the large and high mass in the middle b made up of prisms, whidi are in- 
clined at various angles, generally in a direction towards a central line. The work which has 
been done in quarrying here has exposed the structure of this mountain rock, so that it is in ad- 
mirable condition for study, better^ probably, than it can be found anywhere else in the State, 
and it is more easily accessible than any other in our country, so that it has already been seen by 
thousands of visitors. The view in the frontispieoe is taken when looking towards the n. w. , and 
is near enough to the top of the mountain to show its crest line, with the ookunoa C Tt e w li n g all 


point a little below Llewellyn Park and a little above the terminus of Maiir 
St, in Orange, and most of the ascent is ridable. Beyond the quarry where 
the columns are, it bisects Prospect av., a 2-m. stretch of macadam, on the 
crest of the mountain, connecting the Eagle Rock road on the n. (p. 161) with 
the Northfield road on the s. (p. 163) ; and about i m. further, it reaches the 
dirt or gravel road, extending through the lowlands from the macadam of 
Verona (n.) to that of Milburn (s.)» a distance of about 10 m. I take these 
facts from Wood's road-book, whose excellent '* map of the Orange riding dis- 
trict ** (scale 3 m. to I in.) gives a clear idea of routes in the entire " triangle " 
described by me on p. 160. I see by this, also, that a smooth connection 
(macadam and side-paths) between S. Orange av. and Springfield av. is sup- 
plied by Valley st, which is parallel, on the e. of the railway, to the rather 
rough prolongation of the Valley road, described on p. 160. The map fails, 
however, to exhibit Clinton av., which is the best connection between Irving- 
ton and Newark, because the stones of the city-end of Springfield av. may be 
thereby avoided. It is specially to be recommended to riders from Elizabeth 
who may wish to go to Milburn or Morristown, because it ends quite near the 
head of Frelinghuysen av. ; and thb " now affords an unbroken stretch of 
level macadam, 3} m. long." These are the words of an Elizabeth writer who 
published his rejoicings (May, '85) over the recent removal of the last of the 
Nicholson pavement, and at the same time announced the intention of the 
local bicycle club to lay wooden gutter-bridges at the crossings of the city's 
main thoroughfares, so that its sidewalks may be followed continuously, with- 
out the need of dismounting at the curbs. 

the wzj up. At the bottom the oolumna appear to run down to the level surface which is kept 
for the amvenient working of the quarry. In realitj they do extend down 6 or 8 ft. below the 
lerel of the woildng ground, and stand upon the red sandstone rock which everywhere under- 
lies this trap. The perpendicular colunuia at the left hand or s. w. end of the quany are 30 ft 
or more in height, and are 5 or 6 sided, some of the ndes being as much as a^ ft. in width. 
Those at the right hand or n. e. end of the quarry are shorter, 15 to ao ft. in height, and a little 
indined. They are larger, however, than the others, some of them having sides 4 ft. wide. 
These very large columns are scnne of them bent near the top, turning off towards the left, and 
presenting the appearance of having been crooked after they were formed, and while still soft 
and flexible. The surface of most of the large columns are marked as if they were regularly 
laid up in courses like bricks in a building. These courses are about as thick as common bricks, 
and have about the same inequality or unevenness of surface that buildings of brick have." 

New Jersey has the honor of being the best-mapped State in the Union ; and, as the firet 
words of this chapter, written two years ago, gave praise to the first fruito of the Sute Geological 
Survey, ao now at the end, I gladly give place to extracts from its latest o6kial Report, showing 
the more recent progress of an enterprise in which every intelligent Jerseyman ought to feel a 
personal pride. Within three years from now, the prospective tourist will be enabled to study 
the entire surface of the State by charts of the same scale and character as the one described on 
pi IS9, but of the more convenient size of 34 by 34 in. Julius Bten &. Co., of this dty, are to be 
aooedited with the careful and attractive lithography of the map, which, " as far as done, meeto 
with the heauty approval of all who have seen it " ; and the power of a good example is notaUy 
shown m the fact (which is specially significant and encouraging for wheelmen) that, " since thr 
nap was begun, a number of other States have organized surveys for similar maps of their te 


titorjr." This oflSdal " Atlas ol New Jersey " (on a scale of i m. to i in., with contour lines 
showing every rise of so ft. elevation in the billy parts of the State, and every rise of 10 ft. eleva- 
tion in the more level parts) is to consist of 17 sheets, 27 by 37 in., intended to fold once across, 
making the leaves of the atlas 18^ by 27 in. The location and number of each sheet is shown 
by a reference map (20 m. to i in.) printed on the paper cover of the atlas ; and another map of 
the entire State (5 m. to i in.) is to be added, on a sheet 27 by 37 in. The apparent overlapping 
of the adjacent rectangles of the atlas does not imply an increase of engraving, as the printing is 
not done directly from the engraved stones, but from transfers, which can be joined together in 
any way that may be required. In like manner, any two adjoining sheets can be cut and fitted 
accurately to each other to form a single map. Nos. i, 2, 3 and 4 cover all the Arduean and 
Paleozoic rocks ; 2, 3 and 4 cover all the Archaean and all the iron ore district ; 5, 6, 7 and 8 
cover tV red sandstone formation ; 8 and 9, with 10, i z and is cover the clay and mari districts ; 

9, 13, 16 and 17 cover the entire Atlantic shore. Nos. 3, 4 and 7 were issued in March, 1884 ; 
a, 16, and 17 in March, 1885 ; i, 9, 13 and 17 will be ready by the end of '8$ ; and 8, 11, 12, 5, 

10, 14 and 15 will follow, probably, during '86, '87 and '88. The Survey's annual report for '82 
was accompanied by a geological map of New Jersey (6 m. to i in.), revised up to that date; 
and its latest corrections were named as " additional railroads, minor improvements in geological 
ctdoring, new places on the sea-shore and the life-saving stations." The State Topographer, 
C Clarkson Vermeule, reports that the season's work of '84 included the survey of 1,582 sq. m., 
nuking the whole area surveyed 4,438 sq. m., and as the whole State is estimated to contain 
7,576 sq. m., it may be said that the work is now completed over | of its area, — by far the rough- 
est and most difficult part of the State to survey. " The expenses are kept strictly within the 
annual appropriation of $8,000. The results of the Survey are intended for the benefit of the citi- 
zens of the State ; and application for its publications may be made to any member of the board 
of managers." A final extract will serve to show the progress and prospects of road-4:ecofding 
on a broader field : " The United States Geological Survey, Major J, W. Powell, director, is 
engaged in preparing a topographical and geological map of the United States. Work is being 
done for this purpose, by it, in Va., N. C, Ky. and Tenn., and to some extent in several of the 
other States. In Mass. the legislature has joined with the U. S. Survey in making a detailed 
topographical survey and map of that State on about the same scale as ours in N. J., each of the 
parties paying one-half of the expense. In our State, where the survey had at that time already 
extended over about half its area, the U. S. Survey proposed to pay the further expenses for 
completing the field work and mapping of the remainder of the State ; they being allowed to take 
copies of the maps which were already completed, and we being allowed to make copies of the 
remainder of the maps, which are to be prepared at their expense. They proposed also to take 
into their employment the same persons who had been up to that time engaged in our survey. 
They only asked that we allow them the use of our instruments for carrying on the work. This 
arrangement, being plainly advantageous to both parties, was entered upon on July 15, 1884, and 
is working satisfactorily. It relieves the funds of the State Geological Survey from the burden 
of expense involved in carrying on the topographical survey, and will enable it to follow up in 
detail the work for which the topographical maps furnish the necessary basis." 

Even without its aulmirable official atlas, which would alone entitle it to pre-eminence, I 
suppose New Jersey could still be called our " best mapped State " ; for I know of no other that 
has been so often selected for treatment by the makers of private maps. A Philadelphia firm, 
E. W. Smith & Co., 20 S. 6th st. (formerly Smith & Stroup, 52 N. 6th st.) issue the largest one I 
have seen (1884, 6 by 4 ft., 2^ m. to i in., townships in different tints, and county lines in red), 
with the title " a topographical map of New Jersey, from actual surveys and official records by 
G. W. Bromley & Co., civil engineers." Statistics of the census, 1870-80, occupy an upper ow- 
ner which is practically a blank quarter-section of the map, and the other three*quariers (32 by 20 
in. each), distinguished as thfe northern, middle and southern sections, have been printed on pardi* 
ment paper, and folded in pocket-covers, by special contract with the New Jersey Division of 
the League. The whole map, cloth backed, is supplied by the publishers for $10, either moonted 
on rdllers for the wall, or dissected and folded in a case for carriage use ; but any one of the three 



is } in. thidE, we%hs 6 oc, and sells for %\. Orders hj mail dxNild be addressed to Mr. Aaron, 
Box 916, Philadelphia ; and all sales of the bocdc will aocme to the benefit of the Division, as the 
lade of oonqiilation was asswmrd puxel j as a labor of love. The routes are all tabulated in uni- 
form style, and numbered i to 46, with variations A, B, C, t A, a B» and the like, so that the list 
of them covers 4 pp., and the amount of roadway reported upon (exclusive of dnpHcations) ex- 
ceeds 8,000 m. The reading matter is in fine type, distributed as foUows : Preface, i p. ; Penn- 
sylvania topography, a pp. ; Philadelphia tv&d% district, 3 pp. ; general review, i p. ; railroad 
transportation, with alphabetical list of the "free " roads, e. of Buffalo, 1 p. ; consuls, hotels 
and repair shops in Petm. and N. J., 3 pp.; executive officers of the two Divisions, with 
abstracts of their rales, a pp. ; objects and methods of the L. A. W., a pp.; odds and 
ends, I p. ; N. J. index (references for 250 towns), 3 pp. ; Penn. index (references for 
525 towns), 5 pp. ; N. Y. index (references to 325 towns), 2 pp. Massachusetts index 
(61 references) and misceDaneous index (8x references) i p. This makes a total of nearly 
1,150 towns, whose situations on the no ''routes" (each averaging 100 m. long) can be 
at once referred to, and it is the best piece of indexing yet given to the subject of Ameri- 
can roads. I have already commended the maps of the " Change riding district " (p. 175) and 
" Staten Island " (p. 158), which are on the same leaf (6| by 3^ in.) ; and I should presume that 
the " map of the Philadelphia riding district," covering a whole leaf of that size, and having a 
scale of 3 m. to I in. would be equally valuable to every wheelman residing in or visiting that 
city. " Long Island," on a scale of 10 m. to i in., shows clearly the general relations of the 
roads there which I have described on pp. 150-155. The xamz elaborate State maps (N. J., ao 
m. to I in. and Penn., 35 m. to i in.) attempt to g^ve nothing but the roads described in the 
" routes," and therefore show at a glance those parts of the country which have been most thor- 
oughly explored by wheelmen. Each may therefore be regarded as a very valuable index to the 
study of lai^ger maps of the same State, and each," having been photographically reduced from laige 
and accurate tracings " (made by the compiler, whose profession is that of civil engineer), can 
be depended upon, " even in scale measurements within the possibilities of reading." Except 
for eyes possessed of perfect vision, these " possibilities " are somewhat limited, owing to the mi- 
croscopic lettering necessarily used in bringing the maps within the size of the .page ; but, as a 
vast majority of wheelmen are young and clear-^hted, this will not be a practical obstacle 
to the usefulness of the charfs. They are really marvels of intelligent condensation, and they in- 
stantly give to a long-distanoe tourist incomparably more knowledge of roads " to the square inch 
of printed surface " than anything else in America upon which he can set his eyes. The com- 
piler of this book has performed a great service for the cause of wheeling, both'^in the immedi- 
ate value of his work as a help to tourists ; in its inddentiU effect of convincing the ignorant, the 
indifferent and the dissatisfied that the League is a definite power for good ; and in its ultimate 
influence upon the future compilers of the books of other Divisions. A high example of excel- 
lence has now been set, by which later works will be relentlessly compared and judged. It is to 
be hoped that other consuls of the League may improve upon the pattern of this one ; but to 
him will remain the credit of having established a respectable pattern whose existence must prove 
a check to the production of slip-shod and careless compilations as representative books of the 
League, The suggestion that all of these should adopt the same size of page, in order that 
electrotypes may be exchanged for use in the publications of the various Divisions, ought cer- 
tainly to be obeyed. 

By way of encouraging another " good example," of quite a different sort, I will add 
to my list of Jersey maps a little one (2^ m. to x in.) that covera a circular tract of la m. di- 
ameter, on the Delaware river, and that is freely distributed on a fly-leaf as an advertisement of 
the Moortstown Chronicle ^ " the only newspaper published within the radius of 6 m. from 
Moorestown," which village serves, of course, as the center of the chart. The map b divided 
into m.-cirdes, and gives a plain showing of all the roads ; and I recommend other local news- 
papers to issue similar ones, as an inexpensive scheme for keeping their names near to the heart 
of the bicydei^— as near, at least, as the breast-pocket of his riding-jacket 1 


This title is designed to cover the report of my entire August touring of 
4:5 m^ distributed through eighteen different days and four different States ; 
for though it began >nd ended in regions far removed from Lake George, the 
lake was my chief objective point, and the title will help fix the attention at 
those who were interested in " W. G. £.'s" account of a July pilgtimage 
thilher, as presented in the Si. World of August 5. 

On the second day of the month I tookmy machine out of the manufactory 
in HaJ^ord. where it had had an eight weeks' rest to recover from the vio' 
lent surgical operation implied in receiving a new backbone, and started to 
drive it up the valley, spile of the liquefying stickiness of the weather. Be- 
fore reaching Springfield, however, in whose neighborhood I intended to take 
a three-weeks' outing, a sand-gully in the sidewalk caused a sudden stop, 
■hen, rather than save my wheel by taking the risks of a header, I thought 
to save my bacon by reaotting to what Telzah calls " a backer " ; in other 
words, instead of pitching ahead and letting the machine fall on top of me, I 
JDHiped back and then tumbled violently forward on top of it. As a result, 
the driver was sprung sidewise about an inch out of the true, and the little 
wheel was made to interfere with it by about that interval, while the right 
oank was loosened on the axle, the latter mishap being one that never befell 
me before. With the aid of a convenient boy, I pulled the concern into rid- 
able shape again and meandered on. The yawning rents in my breeches 
■ere concealed by the friendly approach of dusk, and by the fact that they 
bore no hue to contrast them with the drawers beneath. Another argument 
for always touring in white t 

On the i8th of August,! rode back to Hartford, starting at 5 in the 
morning, with a threatening n. e. wind behind me. At the end of 1 m. I had 
of course to walk up the church hill in West Springfield, but from there rode 


start ; time, i J h.^ On top of a hill, 4 m. or more beyond, is a white school- 
house, where one turns into a lane leading e. and down to the river bank at 
the head of the canal. This was exactly 11 m.from the start, and was reached 
at 7 o'clock. With the wind helping me, I rode along the embankment with- 
out stop to the bridge, 2 J m., and then 2 m. more to the end at Windsor Locks, 
where I stopped \ h. for breakfast At 8.30 I reached the r. r. crossing, and 
knowing the next 2 m. of highway to be poor, I was tempted to try the hard 
gravel between the tracks. Riding along it for J m., I was forced to walk the 
remaining ij m. to Hayden*s station, at which point the highway, or the side- 
walk thereof, becomes good again. Soon after this, the heavy mist of early 
morning grew into unmistakable rain, and the red clay roads of that region, 
by no means bad in dry weather, grew unridable. So I kept the sidewalks 
pretty continuously during the 1} h. spent between Hayden's and the Weed 
Sewing Machine Company's works in Hartford, 10 m.,— ending my journey 
at 10.45 o'clock, 28 m. from the start. The worst part of it all was the final 

^I have made a similar remark on p. xaa, as to the need of taking the river road, betimen 
the distillery and the South bridge, in case the dty is to be entered or left in that way ; but some 
Springfield riders have lately told me« that the best way to get between those points without dis- 
mount is to go directly w. from the bridge by a smooth road of red clay to the main street in 
Agawam. In riding along this to the n., the proper point to turn e. for the bridge, is about \ 
m. above the brick building on r. which serves as a tovi-n hall and school house. The road turns 
squarely to the r. between two houses, and is not specially prominent, though the presenoe of 
large trees outside the fence may help to fix th£ place of it Upon the same p. ua is described 
my latest ride to Hartford, showing that I might better have kept the highway instead of resort- 
ing to the canal path, and that " the bad miles below the r. r. crossing " have been so improved 
within recent years that they may now be easily covered without dismount. The canal path was 
the scene of all my earlier rides, above Windsor Locks, because it had always seemed very 
smooth and inviting when I had inspected it from the railway bridge above,— *where the windows 
of the passing trains had many times given me tempting views of the rocky shallows of the river, 
the wooded island, the symmetrical slopes of the curving canal-bank, and the old brown bridge far 
to the north. As boats no longer ply upon the canal, which is now merely a feeder for the mills, 
no dismounts are forced by canal teams ; and the fact of my ability to wheel along this 4-4n. 
level with no other stop than the one required by the bridge spanning the waste-weir which bi- 
sects it, shows that it is fairly ridable. In some parts the ruts of the wagon wheels, or the horse* 
path between them, must be followed ; and the over-growing grass occasionally makes such 
following difficult. Powdered stone and gravelly red-<:lay form the basis of the path ; and a 
little additional wagon-traffic would grind it to the ideal smoothness which is characteristic of 
much of the roadway that runs parallel to it along the ridge about | m. to the w. A fine out- 
look across the river may be had along that ridge, and it is undoubtedly the preferable course 
for a tourist who wishes to go up the valley in the easiest and swiftest way. Such a one should 
turn w. just above the r. r. station in Windsor Locks, then ride up-hill to Uie n.^ and afterwards 
bear w. and n. across a covered bridge. The canal path, winding along the river side, has its 
own quiet beauties, however, which will repay an occasional trial of it by those who are familiar 
with the other routes. It is the longest canal in Connecticut,— indeed, the only one now holding 
water ; and it is possible that my partiality for it may have been unconsdonsly increased by the 
fact of a rasping family tradition that a grand&ither of mine sunk " a right smart of money '* 
when he took the contract for building that same four-mile embankment, some sixty years ago. 
Anyhow, an occasional resort to it for bicycling purposes seems to be the only practicable show I 
have for ever getting even so much as a smell of my " undivided share " in the lost iaberitance ! 

LAKh <^J.:J'\.t /..h //// ///, 


which includes the city of Springfield, I need only add, as a final attraction, 
that he will thus have the felicity of passing in front of the house where I was 
bom, " so many years ago.*' The place is rendered otherwise remarkable by 
the presence of " the largest and handsomest maple tree in the State of Mas- 
sachusetts." No extra charge for sitting in its shade. Photographs at all 
the book-stores. Beware of the dog. 

At seven o'clock on Monday morning, August 22, having despatched my 
valise to the Fort William Henry Hotel, on Lake George, I started due n. 
from this big tree, and made just 7 m. in i h., with only two dismounts. A 
hill between the two that caused these stops, was ridden up by me for the 
first time. Reaching the station at Smith's Ferry, 2 m. on, five minutes in 
advance of the train, at 8.30, 1 disembarked therefrom at 9.10, and wheeled 
e. for \ h. to the river road at Hatfield Comers, 1} m. ; then n. 2 m. in 
the same length of time, to the sand rut under the maple trees. The third 
stop was caused by a hill at the foot of Mount Sugarloaf, 1} m. A mile 
beyond I made my fourth stop, at the store in South Deerfield, to compare 
distance and time with record of June 7, when I came from Hatfield by the 
more direct and more sandy road. I found the distance on the present occa- 
sion i^ m. more, and the time 5 min. more. Nevertheless I urge all riders to 
try the river route, on whic